LIBRARY 

OF    THE 

UNIVERSITY  OF  CALIFORNIA. 
Class 


LOCOMOTIVE  APPLIANCES 


SUPPLEMENT   TO 

THE  SCIENCE  OF  RAILWAYS 


BY 
MARSHALL  MONROE   KIRKMAN. 


PUBLISHED  BY 

THE  WORLD  RAILWAY  PUBLISHING  COMPANY. 


NEW  YORK  AND  CHICAGO: 

THE  WORLD  RAILWAY  PUBLISHING  COMPANY. 
1902, 


> 


COPYBIGHTED  BT 

THE  WOBLI*  RAILWAY  PUBLISHING  COMPANY, 
1902. 

ALL  BIGHTS  BE8EBVED. 


HOUSE,  CHICAGO. 


- 


CONTENTS.* 

PAGE. 

Headlight 9 

Pyle  national  electric. 

Pressure  regulators  or  reducing  valves 30 

Directions  for  the  management  of  steam  heating  on  railway  trains     31 
Mason  .  .  32 


Gold 

Climax 

Eclipse 

Taafel . 

Ross  .  . 

Special  automatic  relief  valve 


Rules  for  engineers 47 

Air  brake  apparatus 4\ 

Duplex  air  pump — New  York  air  brake 49 

Triple  valves — New  York  air  brake 53 

Westinghouse  "1900"  feed  valve  or  train   line  governor — slide 

valve  pattern 62 

High  pressure  controlling  apparatus 65 

Brake  shoes 68 

The  Sargent 70 

Engine  truck  and  tender  .  .     73 

The  Lappin 75 

The  Corning 78 

Flexible  metallic  joints ,  .  81 

The  Moran 83 

McLaughlin's 84 

Climax ' 86 

Pressure  gauges 88 


Siphons  and  siphon  cocks 

Crosby 

Lane 

Star 

Ashcroft 

Utica  .  . 


92 
95 
99 
100 
101 
102 


Duplex  air  brake 104 

Pressure  recording  gauges 110 

Gauge  hand  or  "  pointer"  pullers 112 

Testing  gauges 113 

Pop  safety  valves 120 

Coale 121 

Star 122 

Meady 124 

Crosby 126 

Consolidated 130 

Ashton 132 

Injectors 134 

Sellers' 139 

Nathan  "simplex" 148 

Nathan  "monitor" 151 

Metropolitan 152 

*A  List  of  Illustrations  will  be  found  at  page  477  of  this  volume. 

(3) 


101673 


4  CONTENTS, 

PAGE. 

Injectors  (continued) 134 

Hancock  inspirator 156 

Hancock  "composite"  inspirator 161 

Lunkenheimer 163 

Ohio , 167 

Niagara 168 

Little  Giant 169 

Boiler  washing  and  testing  apparatus 171 

Swing  intermediate  or  line  check  valve 172 

Oil  cup  for  injectors  and  inspirators 173 

The  ejector  or  jet  pump .  174 

Locomotive  boiler  checks 177 

Locomotive  slide  valves } ......  J81 

Richardson  balanced  slide 182 

Allen-Richardson  balanced  slide 184 

American  balanced  valve 187 

Piston  valve 197 

Water  gauges  and  gauge  cocks 199 

Mason  air  brake  pump  regulator  or  governor 203 

Locomotive  steam  whistles 208 

Stay-bolts ,212 

Locomotive  eccentrics 219 

Rod  packing 221 

United  States  metallic  packing 222 

United  States  valve-stem  packing 225 

Jerome  metallic  packing 227 

Jerome  valve-stem  packing 229 

Air  pump  metallic  packing 231 

United  States  air  pump  packing 231 

Jerome  air  pump  packing 232 

Swab  holders •* 234 

Locomotive  lubrication 235 

Locomotive  lubricator 235 

Detroit  triple  feed 250 

Detroit  triple  feed  with  tippet  t  attachment 258 

Michigan  sight  feed 264 

Seibert  sight  feed 271 

Force  feed  lubricators 274 

Cory's 274 

McCanna 277 

Engine  truck  oil  cellar  and  sight  feed  oil  cup 280 

Oil  cups 284 

Guide  cups .- 285 

Spindle  feed  cups 286 

Open  cups 287 

Grease  cups 288 

Hand  oilers 290 

Lubrication  of  journals 291 

Packing  in  journal  boxes , 292 

Journal  box  dust  guards 305 

Harrison  dust  guard 305 

Locomotive  bell  ringers 307 

Gollmar 307 

Sansom 311 

Chicago 313 

Automatic  steam  blowers .  314 

Huff 314 

C.  &  N.-W.  R'y  blower  valve 318 


CONTENTS.  5 

PAGE. 

Variable  exhaust  nozzles 320 

Wallace  &  Kellogg's 321 

Huff 322 

Wallace  &  Kellogg's  air  pump  exhaust  feed  water  heater  and 

cylinder  lubricator 327 

Boiler  cleaners •  .  .  330 

Mclntosh  pneumatic  blow-off  cock 330 

Hornish  mechanical  boiler  cleaner 335 

Climax  blow-off  cock 341 

Little  Giant  pneumatic  blow-off  cock 343 

Johnstone  blow-off  valve 344 

Homestead  blow-off  valve 345 

Automatic  air  and  steam  coupler .  346 

Linstrom  syphon  pipe .  349 

Locomotive  feed-water  strainers .  351 

Sellers' 351 

Heath 353 

H-D 353 

Hancock 354 

Snow  flanger .  356 

Q  and  C— Priest 356 

New  engineer's  brake  valve — New  York  Air  Brake  Company.  .  .358 

Automatic  emergency  recorder 365 

Automatic  brake-slack  adjuster 369 

Globe  valves,  relief  valves,  etc 371 

Crosby  spring  seat  valve 372 

Homestead  straight-way  valve 373 

Steam  chest  vacuum  valves 374 

Richardson  relief  valve 375 

Blackall  relief  valve 376 

Richardson  combined  pressure  and  vacuum  relief  valve 377 

Locomotive  boiler  coverings 379 

Steam  engine  indicators 383 

Crosby 384 


Tabor 

Ashcroft  reducing  wheels  . 

Thompson 

Reading  indicator  diagrams  . 


391 
398 
403 
405 


Boyer  speed  recorder .  407 

Crosby  locomotive  revolution  counter 421 

Automatic  couplers 422 

Coupler  emergency  knuckle .' .   423 

Cast-steel  for  locomotive  parts 425 

Heating  engine  houses 428 

Smoke  jacks  for  engine  houses 432 

Fire  kindlers 435 

Jack  screws  and  power  hoists 437 

Locomotive  or  car  pusher 447 

Track  sanders 448 

Leach  "D" 449 

"She" 455 

Sherburne's  arrangement  for  automatic  sanding 458 

Huff  pneumatic 460 

A.  B.  C ...   464 

"Mudd" 465 

.Pneumatic  tools ...  469 


INTRODUCTION. 


In  the  case  of  many  mechanical  inventions,  it  has 
often  happened  that  the  machine  left  the  hands  of  its 
inventor  in  its  most  complicated  and  cumbrous  form, 
and  it  remained  for  the  practical  man  and  operator 
afterward  to  simplify  it,  without  reducing  the  advan- 
tages of  the  mechanism  as  a  whole,  but  rather 
increasing  its  efficiency.  Thus,  in  the  process  of 
time,  the  machine,  once  complex  and  confusing  in  its 
many  parts,  became  shorn  of  its  excrescences,  and 
simplicity  rather  than  complexity  characterized  its 
construction.  Such,  however,  has  not  been  the  case 
with  the  locomotive;  early  types  were  entirely  lacking 
in  the  many  appliances  that  now  play  so  important  a 
part  in  its  operation,  and  which  form  the  subject  of 
this  volume. 

Time  was,  within  the  memory  of  many  engineers, 
shopmen  and  others  connected  with  the  mechanical 
department  of  railways,  when  the  contents  of  this 
volume  could  have  been  included  in  a  brief  pamphlet. 
In  the  early  days  there  was  nothing  in  the  cab  but  the 
gauge  cocks,  throttle  and  reverse  lever;  upon  the 
outside  the  attractive  features  were  mainly  rings, 
bands,  and  casings  of  polished  brass,  upon  which  the 
fireman  lavished  much  time  and  labor  in  burnishing. 
To-day  the  locomotive  engineer  finds  in  his  cab  close 
at  hand  a  multitude  of  appliances  with  which  he  must 
be  familiar  in  order  to  be  the  master  of  his  machine 

(6) 


INTRODUCTION:  7 

and  compel  its  prompt  and  unfailing  response  to  his 
behests.  Within  the  radius  of  his  arm  are  a  .multi- 
tude of  levers  and  cocks,  the  touching  of  which  sets  in 
motion  complicated  mechanisms  that  perform  some 
necessary  function  in  the  movement  of  his  train. 
Originally,  the  engineer's  control  was  limited  to  his 
machine;  now  he  is  master  of  the  whole  train  from 
the  headlight  on  his  engine's  front  to  the  last  truck  on 
the  rear  of  his  train.  With  his  injector  he  controls  his 
water  supply;  the  automatic  lubricator  has  sup- 
planted the  hand  oiler;  the  air  pump  controls  the 
brakes;  his  steam,  air  and  steam  heating  gauges 
keep  him  advised  of  the  needs  of  his  train  in  these 
directions;  his  speed  recorder  tells  him  what  work 
his  engine  is  accomplishing;  and  so  on.  Each  of 
these  appliances,  and  many  others  treated  of  in  this 
volume,  has  come  into  being  to  meet  some  apparent 
need  or  answer  some  well  defined  purpose,  and  the 
sum  of  them  all  has  transformed  the  locomotive  from 
the  rampant,  noisy,  spasmodic  pigmy  of  its  inventor 
to  the  graceful,  unfailing  and  swift  giant  of  to-day. 
When  it  is  remembered  that  it  is  but  a  part  of  the 
locomotive  engineer's  or  fireman's  business  to  be 
informed  as  to  the  construction,  operation  and  care  of 
these  and  many  other  appliances,  it  is  not  surprising 
that  he  should  be  classed  among  the  most  skilled 
artisans  of  the  age. 

It  is  essential  that  the  engineer,  fireman,  shopman 
and  mechanical  student  of  railways  should  be  familiar 
,  with  the  construction  and  operation  of  each  of  the 
subsidiary  machines  and  devices,  that,  taken 
together,  form  the  perfect  modern  locomotive,  if  he 
hopes  to  attain  success  in  his  profession,  and  the  aim 


8  INTRODUCTION. 

of  this  work  will  be  achieved  if  it  makes  the  purpose, 
construction,  operation  and  maintenance  of  loco- 
motive appliances  now  in  general  use  more  clear  to 
those  interested. 

Any  treatise  on  designs,  special  attachments  or 
inventions  such  as  the  locomotive  appliances 
described  herein,  must  necessarily  be  largely  tech- 
nical, else  it  would  be  untrue  to  its  purpose,  but  I 
have  not  deemed  it  necessary  to  burden  this  book 
with  mathematical  formulas  understandable  only  by 
those  who  have  been  initiated  into  the  higher  branches 
of  mathematics.  Indeed,  my  object  has  been  to 
make  this  treatise  so  clear  and  simple  that  the 
youngest  fireman  may  comprehend  its  statements. 

In  the  compilation  of  this  work  I  have  had  the 
benefit  of  the  active  advice  and  invaluable  assistance 
of  Mr.  Edward  Williams  Pratt,  Mechanical  Engineer, 
a  man  of  talent,  and  recognized  authority  on  loco- 
motive appliances,  and  who,  in  that  connection,  has 
been  for  many  years  a  trusted  and  highly  honored 
official  of  one  of  the  largest  and  best  managed  rail- 
ways of  the  world. 

In  conclusion,  I  would  state  that  this  volume  is 
intended  as  a  supplement  to  my  larger  and  more 
comprehensive  work,  "THE  SCIENCE  OF  RAIL- 
WAYS," which  takes  up  the  whole  field  of  railway 
operation,  and  in  which  the  duties  of  engineers  and 
firemen,  the  operation  of  the  locomotive,  the  air- 
brake, etc.,  are  carefully  set  forth.* 

M.  M.  KlRKMAN. 


*See  advertisement  at  end  of  book. — PUBLISHERS. 


HEADLIGHT. 
THE  PYLE-NATIONAL  ELECTRIC  HEADLIGHT. 

It  is  a  rule  of  the  train  service  that  engines  running 
after  sunset,  or  when  obscured  by  fog  or  other  cause, 
must  display  a  headlight.  As  the  headlight,  apart 
from  its  function  as  a  train  signal,  is  also  a  safety 
device,  its  purpose  being  to  disclose  to  the  engineer 
the  track  that  lies  before  him,  it  follows  that  its  light 
must  be  characterized  by  brilliancy  and  penetration. 
Naturally,  therefore,  electricity  has  been  made  use  of, 
and  successfully,  so  that  many  high  speed  passenger 
locomotives  are  now  equipped  with  electric  head- 
lights, and  a  full  and  detailed  description  of  the 
mechanism  and  operation  of  the  Pyle-National  Elec- 
tric Headlight  is  here  given. 

This  headlight  is  composed  of  three  principal  parts, 
the  engine,  the  dynamo  and  the  lamp.  Fig.  1  shows 
the  general  application  of  the  whole  to  a  locomotive; 
Fig.  2  shows  the  details  of  the  engine  and  dynamo, 
and  Figs.  3  and  4  show  two  styles  of  lamps. 

The  Engine- -Its  character,  and  instructions  regard- 
ing its  use. — The  engine  is  known  as  the  Pyle  com- 
pound steam  turbine.  There  are  no  wearing  surfaces 
inside  the  engine  requiring  lubrication,  hence  there  is 
no  sight-feed  lubricator  in  the  cab. 

Before  starting  the  engine  be  sure  the  casing  is 
thoroughly  drained,  and  do  not  turn  on  steam  too 
suddenly  in  starting  the  light  thus  allowing  time  for 

(9) 


10 


LOCOMOTIVE  APPLIANCES. 


. 

o  'C 

fij 


LOCOMOTIVE  APPLIANCES.  11 

the  condensation  to  get  out  of  the  engine.  It  is  most 
important  to  have  dry  steam. 

Remove  the  plug  in  the  top  of  the  engine  once  or 
twice  per  month  and  pour  in  a  little  black  oil.  This 
will  prevent  corrosion  of  parts.  The  inside  bearing 
only  needs  enough  oil  in  the  bottom  for  the  loose  ring 
to  touch  the  oil  and  carry  up  on  Top  of  the  shaft.  If 
too  much  oil  is  used  it  will  be  thrown  out  of  the  ends 
of  the  cellar  by  the  motion  of  the  locomotive,  which 
may  ruin  the  armature.  The  outside  bearing  should 
be  filled  each  trip.  Valve  or  cylinder  oil  should  be 
used  in  these  bearings. 

Round  house  inspectors  should  pull  out  one  of  the 
lead  wires  from  the  dynamo  to  lamp,  turn  on  steam 
and  take  the  speed.  If  the  speed  is  above  2,500  revo- 
lutions per  minute,  the  governor  valves  (No.  38,  Fig. 
2)  are  cut  and  should  be  "ground  in"  or  faced  off  to 
make  a  perfect  seat.  This  should  be  done  once  a 
month.  If  the  valves  become  cut  too  badly  the 
engine  will  "run  away"  and  be  broken  by  centrifugal 
force. 

The  Dynamo— Its  construction,  care  and  mainte- 
nance.—The  dynamo  is  constructed  on  the  latest 
scientific  principles,  and  the  electrical  balance  is  so 
perfect  that  no  sparks  should  be  seen  at  the  brushes. 
The  armature  is  held  in  place  on  the  engine  shaft  by 
one  screw  which  can  be  easily  taken  out  if  occasion 
demands.  The  brushholders  are  fixed,  and  the 
brushes  can  be  taken  out  and  replaced  without  chang- 
ing the  tension  of  the  springs.  A  graphite  brush  is 
used  for  the  top  and  a  carbon  brush  for  the  bottom, 
and  if  they  be  given  only  a  few  moments'  care  each 
trip,  there  will  be  no  trouble  at  all  when  on  the  road. 


12 


LOCOMOTIVE  APPLIANCES. 


LOCOMOTIVE  APPLIANCES.  13 

The  mica  between  the  copper  strips  of  the  com- 
mutator should  always  be  a  trifle  below  the  surface. 
If  it  gets  too  high,  file  it  down  with  a  small  file.  Do 
not  get  it  too  low,  as  it  will  collect  dirt,  etc.,  and  cause 
a  short  circuit. 

Be  sure  and  have  the  brushes  fit  perfectly  on  the 
commutator.  If  they  have  poor  contact,  the  brushes 
will  spark.  If  the  commutator  is  running  dark  and 
has  the  appearance  of  getting  rough,  clean  it  up.  To 
do  this  nicely,  remove  the  brushes  and  with  a  strip  of 
No.  0  sand  paper  (not  emery  paper),  about  the  width 
of  the  brushes,  holding  by  the  ends  of  the  sand  paper 
on  the  commutator  while  running.  Do  not  press 
the  sand  paper  on  with  the  fingers,  for  if  there  are 
any  low  spots  they  will  increase  in  size. 


Names  and  Numbers  of  Parts.    Fig.  2. 

1  Main  Casting,  5  rows  Buckets.          31  Governor  Weight. 

2  Wheel,  5  rows  Buckets.  32  Spring  Clamp. 

2£  Wheel,  4  rows  Buckets.  33  Cast  Iron  Washer. 

3  Engine  Cap.  34  Connecting  Link. 

5  Box  Yoke.  35  Governor  Stand. 

6  Oil  Cover,  outside.  36  Cross  Arm. 
6£  Oil  Cover,  inside.  37  Center  Piece. 

7  Pole  Pieces.  38  Bronze     Plunger,     or     Governor 

8  End  Thrust.  Valve. 

9  Brass  Yoke.  39  Graphite  Ring. 

10  Top  Brush  Holder.  41£  Governor  Springs. 

11  Bottom  Brush  Holder.  42  Cap  Spring. 

12  Commutator.  45  Armature  Lock  Screw. 
12£  Armature  Spider.  46  Cap  Screw. 

13  Commutator  Ring.  47  Cap  Screw. 

14  Dynamo  Door.  68  Binding  Post  Screw. 
14£  Name  Plate.  97  Insulation  Washer. 

15  Commutator  Nut.  97^  Insulation. 

16  Outside  Washer.  101  Main  Casting,  4  rows  Buckets. 

17  Long  Bushing.  105  Dynamo  Feet,  new  style. 

18  Short  Bushing.  110  Brush  Spring  Adjusting  Screw. 

20  Stuffing  Box.  Ill  Connecting  Screw  for  Inc.  Wire. 

21  Gland  Nut.  112  Connecting  Screw  for  upper  field. 
22$-  Oil  Ring.  113  Brush  Spring. 

25  Top  Field  Washer.  114  Brush  Clamp  Spring. 

26  Bottom  Field  Washer.  115  Insulating  Bushing. 

27  Dynamo  Feet,  old  style.  116  Brush  Clamp. 

28  Binding  Post,  large  hole.  117  Governor  Spring  Ad  justing  Screw. 
281  Binding  Post  Nut.  118  Oil  Cover.  Set  Screw. 

29  Binding  Post,  small  hole.  123  Top  Field  Cover. 

30  Governor  Weight  Clamp.  152  Top  Field,  complete. 
30}  Governor  Saddle  Screw.  152}  Bottom  Field,  complete. 


14  LOCOMOTIVE  APPLIANCES. 

If  the  brush  tension  spring  is  too  tight,  it  creates 
friction,  heat  and  unnecessary  wear,  both  to  the 
commutator  and  the  brushes.  If  too  loose  it  will 
spark  and  the  commutator  will  not  run  clean.  It 
should  be  just  tight  enough  to  prevent  sparking.  In 
this  case  a  little  judgment  must  be  used,  for  if  the 
brushes  are  not  in  the  proper  condition  or  the  com- 
mutator smooth  and  true,  there  will  be  sparking  at 
the  brushes,  no  matter  how  much  pressure  is  used. 
Do  not  forget  that  the  commutator  is  the  vital  part  of 
all  dynamos,  and  none  will  run  successfully  without 
regular  care  and  attention.  The  voltage  of  the 
dynamo  is  entirely  too  low  to  force  a  current  through 
any  portion  of  a  man's  body,  so  it  may  be  handled 
freely  without,  danger.  A  few  moments'  attention 
should  be  given  each  day  to  keep  the.  plant  in  perfect 
condition.  Failing  to  follow  these  instructions,  the 
light  may  fail. 

If  the  commutator  becomes  rough  or  out  of  round, 
it  should  be  trued  up  in  a  lathe.  The  tool  used  must 
be  very  sharp,  and  light  cuts  must  be  taken;  then 
polish  it  with  fine  sand  paper.  It  must  be  carefully 
examined  to  see  that  no  two  sections  touch,  as  the 
copper  is  liable  to  lag  or  burr  from  one  section  to  the 
other,  and  before  putting  it  back,  it  would  be  better 
to  cut  or  file  the  mica  (between  each  section)  a  little 
below  the  surface,  for  it  does  not  wear  away  as  fast 
as  the  copper,  and  if  the  mica  is  not  cut  away,  it  may 
lead  to  sparking.  After  doing  this,  be  sure  no  ragged 
edges  of  copper  stick  up,  for  this  will  cut  away  the 
brushes  rapidly.  The  speed  of  the  armature  should 
be  as  near  1,800  revolutions  per  minute  as  possible, 
unless  the  copper  electrode  burns  off,  when  it  should 
be  reduced. 


LOCOMOTIVE  APPLIANCES.  15 

Sparking  is  caused  from  poor  contact  or  none  at  all, 
which  necessitates  the  current  passing  through  the 
intervening  space,  thus  producing  a  flash  or  spark. 

The  Lamp  is  simple,  durable  and  reliable,  and 
after  a  few  trials  it  will  be  found  an  easy  matter  to  trim 
it  in  the  dark,  should  occasion  demand.  In  putting 
in  the  top  carbon,  it  will  prove  much  better  to  remove 
the  carbon  holder  (Nos.  87  and  88,  Figs.  3  and  4)  from 
the  slide  (No.  100).  After  securing  the  carbon  in  the 
holder,  take  it  between  the  thumb  and  fore-finger  and 
with  the  remaining  fingers  resting  on  the  guide  (No. 
100)  it  can  easily  be  put  in  place.  If  it  is  desired  to 
clean  the  reflector,  remove  only  the  top  guide  (No. 
100)  by  loosening  thumb-nut  (No.  79)  at  the  end  of  the 
upper  arm;  then  the  guide,  carbon  and  carbon-holder 
can  easily  be  removed. 

The  tension  spring  (No.  93)  in  the  lamp  is  for  two 
purposes.  It  brings  together  the  points  of  the  car- 
bons, so  as  to  establish  the  arc  when  the  dynamo  is 
set  in  motion,  for  there  must  be  a  complete  circuit 
before  any  current  may  be  had.  If  the  carbons  are 
separated  only  a  small  fraction  of  an  inch,  the  lamp 
will  refuse  to  work,  because  the  current  will  not  jump 
across  the  separation.  Sometimes  there  will  be  a 
deposit  of  scale  on  the  point  of  the  lower  copper  elec- 
trode which  prevents  the  top  carbon  touching  j,he 
copper  and  as  the  current  will  not  go  through  this 
scale,  no  light  will  be  had  until  it  is  removed.  It  is 
suggested  that  engineers  see  that  the  point  of  copper 
is  clean  before  each  trip. 

Suppose  all  wires  are  connected  and  the  lamp  prop- 
erly trimmed;  turn  on  the  steam  anti  set  the  armature 
in  motion.  The  current  enters  the  lamp  and  passing 


LOCOMOTIVE  APPLIANCES. 


FIG.  3. 
Electric  Headlight — Lamp  "B. 


LOCOMOTIVE  APPLIANCES. 


through  or  around  solenoid  magnet  (No.  65)  draws 
down  the  iron  armature  (No.  64).  This  in  turn 
separates  the  carbons,  thus  forming  the  arc  or  light. 
It  will  be  noticed  that  the  spring  is  secured  to  the  end 
of  lever  (No.  60)  toward  the  carbons,  or  on  the  opposite 
end  from  the  magnet  and  pulls  against  it.  This  pre- 
vents solenoid  No.  65  from  pulling  the  carbons  too  far 
apart.  The  volume  of  light  will  depend  largely  on 
the  way  this  tension  spring  is  regulated.  It  may  be 
so  tight  that  the  magnet  will  be  unable  to  separate  the 
carbons,  consequently  there  will  be  no  light.  If  the 
dynamo  be  run  too  long  while  the  lamp  is  this  way, 
the  armature  will  be  burned  out  or  the  fields  for  the 
current  become  very  heavy. 
If  the  tension  spring  (No.  93)  is  very  loose,  the  lamp 

Names  and  Numbers  of  Parts.     Fig.  3. 


28  Binding  Post,  large  hole.  75* 
28*  Binding  Post  Nut.  76 

29  Binding  Post,  small  hole.  77 

40  Reflector  Bottom  Clamp.  78 
40*   Reflector  Top  Clamp.  78* 

41  Reflector  Support.  80 
50*   Lamp  Base.  81 
51*   Lamp  Column.  82 

52  Large  Bottom  Clamp.  82* 

53  Small  Bottom  Clamp.  83 

54  Hand  Nut.  84 

55  Hand  Washer.  85 

56  Top  Bracket.  96f 

58  Tension  Spring  Screw.  87 
58*  Tension  Screw  Nut.  88 

59  Top  Lever.  88* 

60  Small  Lever.  89 

61  Dash  Pot.  90 

62  Magnet  Insulation.  91 

63  Magnet,  Long  Link.  92 
63*   Magnet,  Short  Link.  93 

64  Magnet.  94 

65  Solenoid.  95 

66  Bottom  Flexible  Wire.  96 

67  Top  Flexible  Wire.  96* 

68  Binding  Post  Screw.  97 

69  Top  Lever  Screw.  97* 

70  Bottom  Guide  and  Tube.  98 

71  Middle  Telescope  Tube.  99 

72  Top  Telescope  Tube.  119 

73  Malleable  Iron  Tip.  120 

74  Set  Screw.  121 

75  Top  Clutch  Spring  Screw. 


Top  Clutch  Screw  Nut. 

Screw  Eye. 

Clutch. 

Clutch  Rod  Weight. 

Clutch  Rod. 

Top  Bracket. 

Thumb  Screw. 

Clutch  Foot. 

Clutch  Foot  Rod. 

Upper  Guide  Bracket. 

Middle  Guide. 

Lower  Guide  Bracket.        • 

Mica  Insulation. 

Top  Carbon  Clamp,  male. 

Carbon  Clamp,  female. 

Carbon  Holder  Connecting 

Upper  Guide.  [Washer. 

Magnet  Yoke. 

Carbon  Holder  Spring. 

Top  Clutch  Spring. 

Tension  Spring. 

Upper  Telescope  Tube  Spring. 

Lower  Telescope  Tube  Spring. 

Upper  Insulation  Fibre. 

Lower  Insulation  Fibre. 

Insulation  Washer. 

Brass  Plate. 

Vertical  Adjusting  Screw. 

Vertical  Adjusting  Nut. 

Guide  Screw. 

Solenoid  Screw. 

Reflector  Clamp  Screw. 


LOCOMOTIVE  APPLIANCES. 


FIG.  4.     Electric  Headlight— Lamp  "C 


LOCOMOTIVE  APPLIANCES. 


19 


will  flash  and  go  out,  for  the  magnet  will  be  drawn 
down  too  far.  When  the  light  goes  out  the  current  is 
broken,  and  there  being  no  strength  in  the  magnet, 
the  spring  will  again  bring  the  carbons  together, 
then  the  current  is  instantly  re-established.  The 
spring  should  be  adjusted  so  that  the  lamp  will  flicker 
just  a  little  when  the  locomotive  is  at  rest,  for  then  all 
the  light  possible  at  a  given  speed  of  the  armature  is 
being  obtained,  and  the  light  will  burn  steady  when 
locomotive  is  running. 

The  wires  leading  back  to  the  incandescent  lamps 
may  come  together,  causing  a  short  circuit.  This 
will  put  the  light  out.  It  may  be  known  when  this 
occurs,  for  the  dynamo  will  be  generating  a  heavy 
current,  the  speed  will  be  quite  low,  and  there  will  be 
a  small  light  in  the  lamp.  In  this  case,  disconnect 
one  of  the  small  wires  from  No.  Ill,  Fig.  2,  then  when 


Names  and  Numbers  of  Parts.     Fig.  4. 


28  Binding  Post,  large  hole. 
28*   Binding  Post  Nut. 

29  Binding  Post,  small  hole. 

40  Reflector  Clamp,  bottom. 
40*   Reflector  Clamp,  top. 

41  Reflector  Support. 
44     Clutch. 

49     Extension  Base. 
50*  Lamp  Base. 
51*  Lamp  Column. 

52  Bottom,  large  clamp. 

53  Bottom,  small  clamp. 

54  Hand  Nut. 

55  Hand  Washer. 

57  Top  Bracket. 

58  Spring  Tension  Screw. 
58*  Spring  Tension  Nut. 

59  Top  Lever. 

60  Small  Lever. 
61a   Dash  Pot. 

61b  Dash  Pot  Plunger. 

62  Magnet  Insulation. 

63  Magnet,  Long  Link. 
63*  Magnet,  Short  Link. 

64  Magnet. 

65  Solenoid. 

66  Binding  Post  Screw. 


69     Top  Lever  Screw. 

74     Set  Screw. 

78a  Clutch  Rod   Weight. 

78b  Clutch  Rod. 

79     Thumb  Nut. 

81a  Thumb  Screw. 

87  Carbon  Clarnp,  male. 

88  Carbon  Clamp,  female. 

90  Magnet  Yoke. 

91  Carbon  Holder  Spring. 
92a  Top  Clutch  Spring. 

93     Tension  Spring 

96  Insulation  Fibre. 

97  Insulation  Washer. 

98  Vertical  Adjusting  Screw. 

99  Vertical  Adjusting  Nut. 
100     Upper  Carbon  Holder. 
102     Clutch  Foot. 

102a  Clutch  Foot  Rod. 

106  Lower  Electrode  Holder. 

107  Adjusting  Screw. 
Lock  Nut. 


108 
109 
120 
121 
122 
200 
300 


Copper  Electrode. 
Solenoid  Screw. 
Reflector  Clamp  Screw. 
Clutch  Weight  Screw. 
Electrode  Holder,  complete. 
Top  Carbon  Holder,  complete. 


20  LOCOMOTIVE  APPLIANCES. 

sufficient  time  is  had  the  cause  of  the  trouble  may 
be  located. 

Most  of  the  troubles  are  traceable  to  the  adjustment 
of  the  lamp. 

If  the  carbon  feeds  too  fast,  the  clutch  rod  (No. 
78  Z>)  should  be  adjusted  so  it  will  not  have  so  much 
lost  motion,  or  travel,  before  the  clutch  (No.  44)  grips 
the  carbon.  Sometimes  this  trouble  can  be  overcome 
by  making  the  clutch  spring  (No.  92  a)  stronger.  To 
do  this,  remove  cotter  pin  from  No.  100  a  and  remove 
spring  No.  92  a  from  the  casing.  Then  pull  it  out  a 
little,  thereby  giving  it  more  "set".  Again,  by  short- 
ening wire  No.  63,  the  magnet  (No.  64)  is  held  further 
out  of  the  solenoid  (No.  65)  giving  it  more  strength  to 
clutch  the  carbon,  and  will  prevent  the  jar  of  the 
locomotive  from  jarring  the  carbon  through  the  clutch 
faster  than  it  burns. 

If  the  wire  (No.  63)  is  too  short  the  lamp  will  jump. 

If  the  light  burns  green  it  is  burning  upside  down, 
and  the  binding  posts  (Nos.  28  and  29,  Fig.  2)  must  be 
reversed  on  the  dynamo.  To  do  this,  remove  binding 
posts  No.  28  and  No.  29,  in  lower  brush  holder  (No.  11), 
then  put  No.  29  where  No.  28  was  and  No.  28  where 
No.  29  was,  being  careful  not  to  disturb  insulator  (No. 
97  and  No.  97%,  Fig.  2). 

The  lamp  may  be  moved  in  all  directions  for  focus- 
ing. To  get  the  proper  vertical  focus  on  the  track, 
either  to  have  the  light  close  or  to  strike  the  track  far 
ahead,  loosen  the  set  screw  No.  74  on  the  side,  and  by 
turning  the  adjusting  screw  (No.  98)  the  lamp  can  be 
raised  or  lowered  as  desired.  To  move  it  sideways, 
backwards  or  forwards,  loosen  the  hand  nuts  (No.  54) 
and  the  lamp  is  free  to  move. 


LOCOMOTIVE  APPLIANCES.  21 

When  once  in  focus,  there  is  no  need  of  changing 
it  again.  Tighten  all  screws. 

The  back  of  the  reflector  is  supported  by  an  adjust- 
able step,  with  screw  to  raise  or  lower  it,  so  the  vol- 
ume of  the  light  will  come  out  in  parallel  lines. 

To  Focus  the  Lamp.—\.  Adjust  back  of  reflector 
so  front  edge  will  be  parallel  with  front  edge  of  case. 

2.  Have  point  of  copper  as  near  center  of  reflector 
as  possible. 

3.  Have  carbon  as  near  center  of  chimney  hole  in 
reflector  as  possible. 

4.  Have  locomotive  on  straight  track  and  move 
lamp  until  obtaining  best  results  on  track.    The  light 
should  be  reflected  in  parallel  rays  and  in  as  small  a 
space  as  possible. 

To  lower  light  on  track,  raise  lamp.  To  raise  light 
on  track,  lower  lamp. 

If  the  light  throws  any  shadows  it  is  not  focused 
properly. 

If  the  light  is  focused  properly  and  does  not  then 
strike  center  of  track  do  not  change  focus,  but  shift 
the  entire  case  on  base-board. 

Suggestions  in  the  Care  of  this  Headlight. — Have  a 
few  strips  of  No.  0  sand  paper  about  1 1/2  inches  wide 
on  hand  to  clean  up  the  commutator. 

A  special  and  superior  carbon  made  expressly  for 
this  apparatus  is  furnished  by  the  manufacturers. 

If  the  light  fails  to  burn  when  turning  on  steam,  see 
that  all  screws  are  tight,  and  that  the  point  of  copper 
electrode  is  clean.  Push  down  on  lever  No.  90  and 
see  if  the  carbon  lifts  up  and  falls  freely.  Put  a  carbon 


22  LOCOMOTIVE  APPLIANCES. 

across  both  binding  posts,  No.  28  and  No.  29,  Fig.  2, 
and  if  there  is  a  flash  when  it  is  removed,  the  dynamo 
is  all  right  and  the  trouble  is  in  the  lamp.  If  a  flash 
is  not  observed  when  carbon  is  removed,  take  out  the 
brushes  and  clean  the  commutator  with  sand  paper 
(not  emery  paper),  put  the  brushes  back  and  try  the 
carbon  again.  If  no  flash  is  then  obtained,  there  is  a 
"short"  circuit.  This  is  probably  caused  by  wires 
touching  each  other  and  the  dynamo  must  not  be  run 
until  this  is  remedied. 

Keep  all  screws  tight. 

If  the  light  goes  out  momentarily  on  the  road,  the 
fault  is  probably  in  the  carbon,  and  another  carbon 
should  be  tried. 

After  putting  in  a  new  carbon,  always  push  down 
on  lever  No.  90  and  notice  if  carbon  lifts  and  falls 
freely.  If  it  does  not  lift,  it  is  not  in  the  clutch,  No.  44. 
If  it  does  not  fall  down  freely,  turn  it  partly  around 
and  find  the  freest  place. 

The  carbon  should  burn  from  eight  to  nine  hours. 

Engineers  should  be  held  responsible  for  the  proper 
care  of  the  equipment  unless  some  one  is  appointed  to 
examine  and  care  for  them  at  round  houses. 

Before  leaving  for  a  trip  the  apparatus  should  be 
started  and  the  brushes  examined  as  to  tension  of 
the  brush  springs  (No.  113,  Fig.  2),  and  adjusted  if 
necessary  before  getting  out  on  the  road. 

This  apparatus  is  not  automatic,  and  as  there  are 
quite  a  number  of  enemies  to  electricity  on  the  locomo- 
tive such  as  grease,  dirt,  jar,  heat,  etc.,  it  is  necessary 
to  give  it  a  few  minutes'  attention  every  day.  If  this 
be  done  failures  on  the  road  will  be  infrequent. 


LOCOMOTIVE  APPLIANCES.  23 

Attempt  should  not  be  made  to  remove  the  reflector 
from  the  case  until  after  removing  the  top  carbon 
holder  (No.  100)  by  loosening  thumb  nut  No.  79,  Fig.  4. 

If  the  copper  electrode  burns  off,  the  equipment  is 
running  too  fast,  and  the  speed  should  be  reduced  by 
turning  screws  No.  117,  Fig.  2,  to  the  left  until  the 
trouble  is  stopped.  Care  should  be  exercised  to 
adjust  all  screws  (No.  117)  the  same,  as  nearly  as 
possible.  One-half  turn  of  screws  will  change  speed 
about  100  revolutions  per  minute. 

It  is  best  to  adjust  tension  spring  (No.  93)  as  loosely 
as  possible  and  not  have  the  light  go  out  while  the 
locomotive  is  standing  still. 

If  the  light  dies  down  when  the  locomotive  is  run- 
ning fast,  the  tension  spring  (No.  93)  may  be  too  tight, 
which  prevents  solenoid  (No.  65)  from  separating 
carbons  sufficiently  to  form  proper  arc,  or  spring  (No. 
92)  may  be  too  loose,  allowing  back  edge  of  clutch 
(No.  44)  to  be  jarred  up  and  release  the  carbon. 

An  oval,  bent  glass  for  the  headlight  case  is  espe- 
cially recommended. 


ELECTRICAL  TERMS  EXPLAINED. 

As  there  are  many  men  who  have  no  definite  idea  of  what  elec- 
tricity really  is,  and  as  a  slight  knowledge  is  necessary  to  properly 
care  for  electric  headlight  equipment,  and  to  get  the  best  results 
therefrom,  a  few  *extracts  from  the  A  B  C  of  electricity,  in  simple 
language  and  terms  familiar  to  nearly  all.  are  here  given,  so  they  may 
be  very  readily  understood,  and  will  be  of  interest  to  those  using 
electric  headlights. 


*These  extracts  are  taken  from  the  Pyle  instruction  book,  and  are 
necessarily  very  brief.  For  a  full  explanation  of  electrical  terms  the 
reader  is  referred  to  "  The  Science  of  Railways.  " 


24 


LOCOMOTIVE  APPLIANCES. 


FIG.  5. 


DEFINITIONS. 

The  three  first  measurements  in  electricity  are : 

The  volt.         The  ampere.         The  ohm. 
These  are  explained  as  follows : 

THE  VOLT — This  term  may  be  better  understood  by  making  a 

comparison  with  something  you  all 
know  of.  Suppose  we  have  a  tank 
containing  100  gallons  of  water  and 
we  want  to  discharge  it  through  a 
half-inch  pipe  at  the  bottom  of  the 
tank  Suppose,  further,  that  we 
want  to  make  the  water  spout  up- 
ward, and  for  this  purpose  the  pipe 
is  bent  upward  as  in  Fig.  5. 

If  you  opened  the  tap  the  water 
would  spout  out  and  upward  as  in 
Fig.  5.  The  cause  of  its  spouting  upward  would  be  the  weight  or 
pressure  of  the  water  in  the  tank  This  pressure  is  reckoned  as  so 
many  pounds  to  the  square  inch  of  water. 

Now,  if  the  tank  were  placed  on  the  roof  of  a  house  and  the  pipe 
brought  to  the  ground,  as  shown  in  Fig.  6,  the 
water  would  spout  up  very  much  higher,  be- 
cause there  would  be  many  more  pounds  of 
pressure  on  account  of  the  height  of  the  pipe. 
So  the  force  or  pressure  of  water  is  meas- 
ured in  pounds,  and  therefore  a  pound  is  the 
unit  of  pressure  or  force  of  water.  Now,  in 
.electricity  the  unit  of  pressure  or  force  is 
called  a  volt.  This  word  "volt"  does  not 
mean  any  weight,  as  the  word  "pound" 
weight  does.  If  you  have  a  pound  of  water 
you  must  have  something  to  hold  it,  because 
it  has  weight,  and  consequently  occupies 
some  space.  But  electricity  itself  has  no 
weight,  and  therefore  cannot  occupy  any 
space. 

.  When  we  desire  to  carry  water  into  a  house 
or  other  building  we  do  so  by  means  of  pipes, 
usually  made  of  iron.  The  principal  supply  FIG.  6. 


LOCOMOTIVE  APPLIANCES.  25 

usually  comes  from  a  reservoir  which  is  placed  on  high  ground  so  as 
to  give  the  necessary  pounds  of  pressure  to  force  the  water  to  the 
upper  part  of  the  houses.  If  some  arrangement  of  this  kind  were 
not  made  we  could  get  no  water  in  our  bedrooms,  because  water  will 
not  rise  above  its  own  level  unless  by  force. 

The  water  cannot  escape  as  long  as  there  are  no  holes  or  leaks  in 
the  iron  pipes;  but  if  there  should  be  the  slightest  crevice  in  them 
the  water  will  run  out. 

In  electricity  we  find  similar  effects. 

The  electricity  is  carried  into  houses  by  means  of  wires,  which  are 
covered  or  insulated  with  various  substances — such,  for  instance,  as 
rubber.  Just  as  the  iron  of  the  pipes  prevents  the  water  from 
escaping,  the  insulation  of  the  wire  prevents  the  escape  of  the  elec- 
tricity. If  we  were  to  cause  the  pounds  of  pressure  of  water  in  pipes 
of  ordinary  thickness  to  be  very  greatly  increased  the  pipes  could 
not  stand  the  strain  and  would  burst  and  the  water  would  escape. 
So  it  is  with  electricity. 

If  there  were  too  many  volts  of  pressure  the  insulation  would  not 
be  sufficient  to  hold  it,  and  the  electricity  would  escape  through  the 
covering  or  insulation  of  the  wire. 

It  is  a  simple  and-easy  matter  to  stop  the  flow  of  water  from  an 
ordinary  faucet  by  placing  your  finger  over  the  opening.  As  the 
water  cannot  then  flow,  your  finger  is  what  we  would  call  a  non- 
conductor, and  the  water  will  be  retained  in  the  pipe. 

The  same  effect  is  obtained  in  the  case  of  electricity.  If  you 
place  some  substance  which  is  practically  a  non-conductor  or  insul- 
ator, such  as  rubber,  around  an  electric  wire,  or  in  the  path  of  an 
electric  current,  the  electricity  acted  upon  by  the  volts  of  pressure 
cannot  escape,  because  the  insulation  keeps  it  from  doing  so,  just  as 
the  iron  of  the  pipe  keeps  the  water  from  escaping.  Thus  the  volt 
does  not  itself  represent  electricity,  but  only  pressure  which  forces 
it  through  the  wire. 

There  are  other  words  and  expressions  used  in  connection  with 
electricity  which  are  sometimes  associated  with  the  word  volt 
These  words  are  pressure  and  intensity  You  might  say,  for  in- 
stance, that  a  certain  dynamo  machine  had  an  electro-motive  force 
of  110  volts,  or  that  the  intensity  of  a  cell  of  battery  was  two 
volts,  etc. 

We  might  mention,  as  another  analogy,  the  pressure  of  steam  in  a 
boiler,  which  is  measured  or  calculated  in  pounds,  just  as  a  pressure 


26  LOCOMOTIVE  APPLIANCES. 

of  water  is  measured.  So  you  might  say  that  100  pounds  of  steam 
pressure  used  through  the  medium  of  a  steam  engine  to  drive  a 
dynamo  could  thus  be  changed  to  electricity  at  110  volts  pressure. 

THE  AMPERE — In  comparing  the  pounds  pressure  of  water  with 
volts  of  pressure  of  electricity  we  used  as  an  illustration  a  tank  of 
water  containing  100  gallons,  and  we  saw  that  this  water  had  a 
downward  force  or  pressure  in  pounds.  Let  us  now  see  what  this 
pressure  was  acting  upon.  It  was  forcing  the  quantity  of  water  to 
spout  upward  through  the  end  of  the  pipe.  The  pounds  pressure 
of  water  acting  upon  the  100  gallons  would  force  it  out  at  a  certain 
rate,  which,  let  us  say,  would  be  one  gallon  per  minute. 

This  would  be  the  rate  of  flow  of  water  out  of  the  tank.  Thus  we 
find  a  second  measurement  to  be  considered  in  discharging  the  water 
tank.  The  first  was  a  force  or  pounds  of  pressure,  and  the  second 
the  rate  at  which  the  quantity  of  water  was  being  discharged  per 
minute  by  that  pressure. 

This  second  measurement  teaches  us  that  a  certain  quantity  will 
pass  out  of  the  pipe  in  a  certain  time  if  the  pressure  is  steady,  such 
quantity  depending,  of  course,  on  the  size  or  friction  resistance  of 
the  pipe.  In  electricity  the  volts  of  pressure  act  so  as  to  force  the 
quantity  of  current  to  flow  through  the  wires  at  a  certain  rate  per 
second,  and  the  rate  at  which  it  flows  is  measured  in  amperes.  For 
instance,  let  us  suppose  that  an  electric  lamp  required  a  pressure  of 
100  volts  and  a  current  of  the  ampere  to  light  it  up,  we  should  have 
to  supply  a  current  of  electricity  flowing  at  the  rate  of  one  ampere, 
acted  upon  by  an  electro-motive  force  of  100  volts. 

You  will  see,  therefore,  that  while  the  volt  does  not  represent  any 
electricity,  but  only  its  pressure,  the  ampere  represents  the  rate  of 
flow  of  the  current  itself. 

You  should  remember  that  there  are  several  words  sometimes 
used  in  connection  with  the  word  ampere.  For  instance,  we  might 
say  that  a  lamp  requires  a  current  of  one  ampere  or  that  a  dynamo 
would  give  a  "  quantity  "  of  twenty  amperes. 

THE  OHM — You  have  learned  that  the  pressure  would  discharge 
the  quantity  of  water  at  a  certain  rate  through  the  pipe.  Now,  sup- 
pose we  were  to  fix  two  discharge  pipes  to  the  tank,  the  water  would 
run  awray  very  much  quicker,  would  it  not?  If  we  were  to  try  and 
find  a  reason  for  this,  we  should  see  that  a  pipe  can  only,  at  a  given 
pressure,  admit  so  much  water  through  it  at  a  time. 


LOCOMOTIVE  APPLIANCES.  27 

Therefore,  you  see,  this  pipe  would  present  a  certain  amount  of 
resistance  to  the  passage  of  the  total  quantity  of  water,  and  would 
only  allow  a  limited  quantity  at  once  to  go  through.  But  if  we  were 
to  attach  two  or  more  pipes  to  the  tank,  or  one  large  pipe,  we  should 
make  it  easier  for  the  water  to  flow,  and  therefore  the  total  amount  of 
resistance  to  the  passage  of  water  would  be  very  much  less  and  the 
tank  would  be  quickly  emptied. 

Water  has  substance  and  weight,  and  therefore  occupies  some 
space,  but  electricity  has  neither  substance  nor  weight,  and  therefore 
cannot  occupy  any  space;  consequently  to  carry  electricity  from  one 
place  to  another  we  do  not  need  to  use  a  pipe  which  is  hollow,  but  a 
solid  wire. 

These  solid  wires  have  a  certain  amount  of  resistance  to  the  pas- 
sage of  electricity,  just  as  the  water  pipe  has  to  the  water,  and  (as  it 
is  in  the  case  of  the  water)  the  effect  of  the  resistance  to  the  passage 
of  electricity  is  greater  if  you  pass  a  larger  quantity  through  than  a 
smaller  quantity. 

If  you  want  to  carry  a  quantity  of  electricity  to  a  certain  distance 
and  for  that  purpose  use  a  wire,  there  would  be  a  certain  amount  of 
resistance  in  that  wire  to  the  passage  of  the  current  through  it ;  but 
if  you  use  two  or  more  wires  of  the  same  size,  or  one  large  wire,  the 
resistance  would  be  very  much  less  and  the  current  would  flow  more 
easily. 

Suppose,  instead  of  emptying  the  water  tank  from  the  roof 
through  the  pipe,  we  just  turned  the  tank  over  and  let  the  water  pour 
out  at  once  down  to  the  ground.  That  would  dispose  of  the  water 
very  quickly  and  by  a  short  way,  because  there  would  be  no  resist- 
ance to  its  passage  to  the  ground.  Suppose  we  had  an  electric  bat- 
tery giving  a  certain  quantity  of  current,  say  five  amperes,  and  we 
should  take  a  large  wire  that  offered  no  resistance  to  that  quantity, 
and  put  it  from  one  side  of  the  battery  to  the  other,  a  large  current 
would  flow  at  once  and  tend  to  exhaust  the  battery.  This  is  called 
a  short  circuit  because  there  is  little  or  no  resistance,  and  it  provides 
the  current  with  an  easy  path  to  escape.  Electricity  always  takes 
the  easiest  path.  It  will  take  as  many  paths  as  are  offered,  but  the 
largest  quantity  always  takes  the  easiest.  As  the  subject  of  resist- 
ance is  one  of  the  most  important  in  electricity,  we  will  give  you  one 
more  example,  because  if  you  can  obtain  a  good  understanding  of 
this  principle  it  will  help  you  to  comprehend  the  whole  subject.  We 


28  LOCOMOTIVE  APPLIANCES. 

started  by  comparison  with  a  tank  holding  100  gallons  of  water,  dis- 
charging through  a  half-inch  pipe,  and  showed  you  that  the  pounds 
of  pressure  would  force  the  quantity  of  gallons  through  the  pipe. 
'.Vhen  the  tap  was  first  opened  the  water  would  spout  up  very  high, 
but  as  the  water  in  the  tank  became  lower  the  pressure  would  be  less, 
and  consequently  the  water  would  not  spout  up  so  high;  so  if  it 
were  desired  to  keep  the  water  spouting  up  to  the  height  it  started 
with,  we  should  have  to  keep  the  tank  full  so  as  to  have  the  same 
pounds  pressure  all  the  time.  But  if  you  wanted  the  water  to  spout 
still  higher  we  should  have  to  use  other  means,  such  as  a  force 
pump,  to  obtain  a  greater  pressure. 

If  we  should  use  too  many  pounds  pressure  it  would  force  the 
quantity  of  water  more  rapidly  through  the  pipe  and  would  cause 
the  water  to  become  heated  because  of  the  resistance  of  the  pipe  to 
the  passage  of  that  quantity  acted  upon  by  so  great  a  pressure.  It 
is  the  same  with  electricity,  except  that  the  wire  itself  would 
become  heated,  some  of  the  electricity  being  turned  into  heat  and 
lost.  If  the  wire  were  too  small  for  the  volts  pressure  and  amperes 
of  current  of  electricity,  the  resistance  of  such  wire  would  be  over- 
come and  it  would  become  red-hot  and  perhaps  melt.  Electricians 
are  therefore  very  careful  to  calculate  the  resistance  of  the  wires 
they  use  before  putting  them  up,  especially  Avhen  they  are  for 
electric  lighting,  in  order  to  make  allowances  for  the  amperes  of 
current  which  flows  through  them,  so  that  but  little  of  the  electricity 
will  be  turned  into  heat  and  thus  render  it  useless  for  their  purpose. 

The  unit  of  resistance  is  called  the  "  OHM.  " 

All  wires  have  a  certain  resistance  per  foot,  according  to  the 
nature  of  the  metal  used  and  the  size  of  the  wire,  that  is  to  say,  the 
finer  the  wire  the  greater  the  number  of  ohm  resistance  it  has  to  the 
fool;.  Water  and  electricity  flow  under  very  similar  conditions,  that 
is  to  say,  each  of  them  must  have  a  channel  or  conductor,  and  each 
of  them  requires  pressure  to  force  it  onward.  Water,  however, 
being  a  tangible  substance,  requires  a  hollow  conductor,  while 
electricity  being  intangible  will  flow  through  a  solid  conductor. 
The  iron  of  the  water  pipe  and  the  insulation  of  the  electric  wire 
serve  the  same  purpose,  viz. :  that  of  serving  to  prevent  escape  by 
reason  of  a  pressure  exerted. 

There  is  another  term  which  should  be  mentioned  in  connection 
with  resistance,  as  they  are  closely  related,  and  that  is  opposition. 


LOCOMOTIVE  APPLIANCES.  29 

There  is  no  general  electrical  term  of  this  name,  but  as  it  will  be 
most  easily  understood  from  the  meaning  of  the  word  itself,  we 
have  used  it. 

Let  us  have  an  example  of  what  opposition  would  mean  if  applied 
to  water.  Probably  every  one  knows  that  a  water  wheel  is  a  wheel 
having  large  paddles  or  blades  around  its  circumference.  When  the 
water  in  trying  to  force  its  passage  rests  against  one  of  these  paddles 
it  meets  with  opposition,  but  overcomes  it  by  pushing  the  paddle 
away.  This  brings,  around  more  opposition  in  the  shape  of  another 
paddle  which  the  water  also  pushes  away,  and  so  this  goes  on,  the 
water  overcoming  this  opposition  and  turning  the  wheel  around,  by 
which  means  we  can  get  the  water  to  do  some  work  for  us. 

You  must  remember,  however,  that  it  is  only  by  putting  oppo- 
sition_in  the  path  of  a  pressure  and  quantity  of  water  we  can  get  this 
work.  The  same  principle  holds  good  in  electricity.  We  make 
electricity  in  different  ways,  and  in  order  to  obtain  useful  work  we 
put  in  its  path  the  instruments,  lamps  or  machines  which  offer  the 
proper  amount  of  resistance  or  opposition  to  its  passage,  and  thus 
obtain  from  this  wonderful  agent  the  work  we  desire  to  have  done. 
You  have  learned  that  the  three  important  measurements  in 
electricity  are  as  follows : 

The  volt  is  the  practical  unit  of  measurement  of  pressure. 

The  ampere  is  the  practical  unit  of  measurement  of  the  rate  of 
flow. 

The  ohm  is  the  practical  unit  of  measurement  of  resistance. 


PRESSURE  REGULATORS  OR  REDUCING 
VALVES. 

To  reduce  from  a  high  initial  pressure  such  as  is 
carried  on  a  modern  locomotive  boiler  to  a  required 
minimum  for  steam  heating  or  other  similar  purposes, 
and  to  always  maintain  this  same  minimum  pressure 
regardless  of  the  varying  conditions  on  either  side  of 
the  valve,  has  always  been  a  problem  difficult  of 
solution. 

Pressure  regulators  employing  pistons  have  largely 
been  superseded  by  those  wherein  flexible  diaphragms 
are  used.  The  pistons  are  more  liable  to  stick  and 
clog  up,  and  require  to  be  frequently  taken  apart  and 
cleaned. 

The  most  perfect  regulators  thus  far  constructed 
are  those  wherein  diaphragms  and  balanced  valves  are 
employed.  By  making  these  of  proper  proportion  a 
comparatively  uniform  reduced  pressure  may  be 
maintained,  provided  the  supply  and  demand  are 
not  too  suddenly  and  widely  changed. 

The  reason  why  a  uniform  pressure  is  required  in 

train  heating  systems  is  not  so  much  on  account  of 

maintaining  a  uniform  temperature  (for  steam  at  30 

pounds  pressure  is  but  little  hotter  than  steam  at  10  or 

20  pounds  pressure)  as  it  is  to  keep  a  constant  pressure 

rfc^  sufficient  to  drive  out  all  the  condensation  from  the 

,     rear  as  well  as  the  front  cars  of  a  train,  and  to  prevent 

'"a  high  accumulation  of  pressure  which  is  likely  to 

burst  kos%-^4terever~U5ed-,  or  strain  the  couplings, 

fittings,  etc. 

(30) 


LOCOMOTIVE  APPLIANCES.  31 

DIRECTIONS  FOR  THE  MANAGEMENT  OF  STEAM 
HEATING  ON  RAILROAD  TRAINS. 

Rules  for  Making  up  Trains.— When  a  train  is 
made  up,  ali  steam  hose  should  be  coupled,  and  all  the 
cocks  in  the  steam  train  pipe  the  whole  length  of  the 
train  should  be  opened. 

When  signal  is  given,  steam  should  be  turned  on  at 
the  cab,  not  to  exceed  sixty-five  pounds,  and  allowed 
to  blow  through  the  entire  length  of  the  steam  train- 
pipe. 

After  steam  issues  at  the  rear  end  of  the  train-pipe, 
the  rear  cock  of  last  car  should  be  closed,  and  reducing 
valve  in  cab  set  to  forty  pounds  pressure.  If  more 
than  eight  cars  are  in  the  train,  add  five  pounds  for 
each  additional  car.  In  very  cold  weather,  the  rear 
train-pipe  cock  should  be  left  open  enough  to  allow  a 
little  steam  to  pass,  and  escape  through  the  rear 
coupling. 

Regulation  of  Temperature. — To  heat  cars,  open 
steam  inlet  valves  on  each  car,  and  when  live  steam 
appears  at  the  drips,  set  each  drip  so  that  a  little  steam 
escapes  with  the  water.  If  a  trap  be  used,  see  that  it  is 
adjusted  to  allow  a  little  steam  to  escape  with  the 
water. 

Frequently  examine  traps  and  drip  valves  to  see 
that  they  are  operating  properly.  They  should  be  as 
hot  as  can  be  borne  by  the  hand.  If  cooler,  or  cold, 
they  should  be  opened  a  trifle,  or  if  steam  is  blowing, 
closed  a  little. 

Never  close  steam  inlet  valves  entirely  without  first 
opening  drip  valves  or  blow-off  valve,  and  allow  all 
water  to  blow  out  before  closing  steam  inlet  valve. 


32  LOCOMOTIVE  APPLIANCES. 

When  steam  is  required  on  a  car  again,  open 
steam  inlet  valve,  and  afterwards  close  drip  valves  or 
blow-off  valve. 

Changing  Engines. — When  approaching  stations 
where  engines  are  to  be  changed,  or  terminals  where 
cars  are  to  be  laid  up,  five  minutes  before  arriving  at 
such  stations  the  rear  train-pipe  cock  must  be  opened 
wide,  and  before  coming  to  a  stop  at  such  stations, 
the  engineer  must  shut  off  steam  at  boiler  valve.  Do 
not  use  reducing  valve  for  this  purpose. 

If  engines  are  to  be  changed,  trainmen  must  satisfy 
themselves  that  steam  is  shut  off  at  engine  before 
uncoupling  cars. 

In  freezing  weather,  if  cars  are  to  be  laid  up,  or 
stand  thirty  minutes  after  engine  is  uncoupled,  the 
hose  throughout  the  train  must  be  uncoupled,  and  all 
drip  valves  or  blow-off  valves  opened. 

THE  MASON  LOCOMOTIVE  REDUCING  VALVE. 

This  valve  is  designed  to  automatically  reduce  and 
maintain  an  even  steam  pressure  for  heating  cars 
from  the  locomotive.  It  is  placed  in  the  steam  supply 
pipe  leading  from  the  boiler  to  the  heating  system* 
and  regulates  the  amount  of  steam  passing  to  the  sys- 
tem, allowing  only  sufficient  steam  to  maintain  the 
desired  pressure. 

The  principle  upon  which  the  Mason  reducing  valve 
works  is  that  of  an  auxiliary  valve,  11,  controlled  by 
the  low  pressure  in  the  heating  system  through  the 
medium  of  a  metal  diaphragm  (23),  and  admits  steam 

*  The  reader  is  referred  to  the  excellent  chart  "  The  American 
Locomotive  "  contained  in  '  The  Science  of  Railways.  " 


LOCOMOTIVE  APPLIANCES. 


33 


from  the  initial  side  of  the  valve,  through  a  port  (JVJV) 
to  operate  a  piston  (17),  which  in  turn  opens   the 
main  valve  (16)  and  admits  steam  to   the  heating 
system. 
By  referring  to  the  sectional  view  here  shown,  it 


Zl 


23 


Fia.  1. 
Mason  Locomotive  Pressure  Beducing  Valve.  . 

will  be  seen  that  the  steam  enters  the  valve  at  the 
side  marked  "inlet,"  a  small  portion  of  it  passing  up 
through  the  auxiliary  valve  (11). 

This  valve  (1 1 )  is  forced  open  by  the  compression  of 
the  large  spiral  spring  (8),  acting  on  the  button  (1C) 


34  LOCOMOTIVE  APPLIANCES. 

through  the  diaphragm  (23),  so  that,  in  opening  the 
valve  (11),  the  diaphragm  is  also  forced  down.  As 
soon  as  the  valve  (1 1 )  is  opened,  steam  passes  through 
and  into  ports  (N  N)  to  the  under  side  of  piston  (17). 
By  raising  piston  (17),  the  main  valve  (16)  is  opened 
against  the  inlet  pressure,  since  the  area  of  valve  (16) 
is  only  half  that  of  piston  (17).  Steam  is  thus 
admitted  to  the  system.  When  the  pressure  in  the 
heating  system  has  reached  the  required  point,  which 
is  determined  by  the  spring  (8),  the  diaphragm  (23)  is 
forced  upward  by  the  low  pressure  which  passes  up 
through  port  (X)  to  chamber  O  0,  under  the  dia- 
phragm, thus  allowing  auxiliary  valve  (11)  to  close, 
thereby  shutting  off  steam  from  the  under  side  of 
piston  (17).  The  main  valve  (16)  is  now  forced  down 
to  its  seat  by  the  inlet  pressure,  shutting  off  steam 
from  the  heating  system  and  pushing  piston  (17) 
down  to  the  bottom  of  its  cylinder.  The  steam 
beneath  piston  (17)  exhausts  freely  around  it  (the 
piston  being  fitted  loosely  for  this  purpose)  and  passes 
off  into  the  system. 

It  will  be  seen  from  this  that  when  the  pressure  in 
the  heating  system  has  reached  the  point  at  which 
the  governing  spring  (8)  is  adjusted,  the  flow  of  steam 
is  automatically  checked,  and  when  the  pressure  in 
the  system  (and  that  in  chamber  0  O,  under  the 
diaphragm,)  is  slightly  reduced,  the  valve  will  again 
open  and  supply  the  required  amount  of  steam. 

Piston  (17)  is  fitted  with  a  dashpot  (18),  which  pre- 
vents chattering  or  pounding  when  the  pressure  is 
suddenly  reduced. 

Directions  for  Attaching,  Regulating  and  Repair- 
ing.— Place  the  valve  vertically  in  the  steam  supply 


LOCOMOTIVE  APPLIANCES.  35 

pipe.  The  steam  should  flow  through  the  valve  in 
the  direction  indicated  by  the  arrow  cast  in  the  side. 
Before  connecting  the  valve,  the  pipes  should  be 
thoroughly  blown  out,  in  order  to  expel  all  dirt  and 
chips.  If  the  piping  is  new,  steam  should  be  allowed 
to  flow  through  for  some  little  time,  so  as  to  burn  off 
all  the  oil  or  grease  which  may  be  in  it. 

When  ready  to  let  on  steam,  turn  the  wheel  at  top 
of  the  valve  in  the  same  direction  as  you  would  to 
open  a  globe  valve;  that  is,  turn  to  the  left  to  open 
or  admit  more  steam  and  to  the  right  to  close  or 
reduce  the  pressure.  Time  must  be  allowed  for  the 
system  to  fill,  before  the  required  pressure  is  obtained. 

If  the  valve  should  not  maintain  a  low  pressure,  it 
will  probably  be  due  to  the  fact  that  some  dirt  or  chips 
from  the  piping  have  lodged  in  the  seat  of  the  valve 
(16). 

To  take  the  valve  apart,  the  tension  on  the  dia- 
phragm spring  (8)  must  first  be  removed  by  turning 
the  wheel  as  far  as  it  will  go,  in  the  direction  taken 
by  the  hands  of  a  watch.  Then  unscrew  the  spring- 
case  (9),  and  remove  the  button  (10)  and  the  dia- 
phragm; also  remove  the  cap  (22  ),  which  contains 
the  auxiliary  valve.  The  threaded  rod  which  accom- 
panies each  valve  can  then  be  screwed  into  the  valve 
disc  (16  ),  which  should  work  easily.  Pull  out  this 
valve  and  clean  the  seat.  Then  insert  the  rod  through 
the  valve-stem  hole,  screw  it  into  the  piston  (17  .),  and 
see  if  it  works  up  and  down  easily.  It  will  not  be 
found  possible  to  raise  and  lower  the  piston  (17  )  sud- 
denly, as  the  dashpot  (18  )  will  restrain  it.  If  the 
piston  (17  )  is  found  to  be  stuck  fast,  remove  the  dash- 
pot  (18  )  at  the  bottom  of  the  valve,  pull  out  the  piston 


36  LOCOMOTIVE  APPLIANCES. 

and  clean  it  with  fine  emery  cloth,  being  careful  to 
wipe  off  all  emery  before  replacing.  Before  replacing 
the  cap  (22  ),  examine  the  small  auxiliary  valve  (11) 
and  see  that  it  is  tight  and  free  from  dirt.  Be  sure 
that  the  diaphragm  (23  )  is  perfectly  clean,  also  that 
there  is  no  dirt  where  it  makes  its  seat. 

The  wheel  is  made  self-locking  in  any  position,  by 
means  of  a  steel  locking  pin  (25  ),  which  is  forced  by 
a  spring  into  any  one  of  twelve  recesses  in  a  hardened 
steel  plate  (5).  The  valve  should  be  removed  during 
the  summer.  Before  replacing,  thoroughly  clean  and 
oil  all  the  parts. 

THE  GOLD  PRESSURE  REGULATOR. 

Fig.  2  shows  a  sectional  view  of  the  Gold  steam 
heating  regulator.  It  will  be  readily  seen  that  this  is 
of  the  diaphragm  type  with  a  nearly  balanced  valve. 

The  diaphragm  is  made  of  a  solid  sheet  of  thin 
phosphor  bronze,  slightly  corrugated  at  the  outer 
edge,  with  an  enlarged  flange  (O),  so  that  the  dia- 
phragm will  always  keep  its  original  shape.  The 
dome  (M)  of 'the  regulator  is  solid  so  that  no  steam 
would  escape  into  the  cab  should  the  diaphragm 
break.  The  recess  shown  at  S  S  provides  a  water 
seal  in  order  to  prevent  any  chattering  of  the  valve. 

The  regulator  is  set  by  means  of  the  handle  (7), 
which  is  perforated  in  order  to  keep  it  cool  for  easy 
handling  by  the  engineer.  The  handle  (TV)  is  an 
extension  of  a  lock  nut  which  holds  the  regulating 
screw  firmly  in  any  given  position.  The  set  screw 
(R)  is  provided  as  a  check  on  the  maximum  or  mini- 
mum amount  of  pressure  required  as  it  can  be  seen 


LOCO  MO  TIVE  APPLIANCES. 


37 


that  the  play  of  the  spring  (L)  is  controlled  by  this 
set  screw  (R}.  Spring  (F)  helps  to  guide  the  spindle 
(D  D)  and  also  tends  to  more  nearly  balance  the 
valves  and  make  up  for  any  possible  gumming  of 
valves  or  spindle. 

Main  valve  D  D  is  opened  and  closed  by  tne 
movement    of    the   diaphragm.     Spring  L   forces 


PARTS  OF  REGULATOR. 

A.— i  inch  Inlet  Union  Nipple. 
B.—i'/i  inch  Outlet  Union  Nipple. 
C.— Bolts  and  Nuts  for  Dome  and  Body. 
/?._Balance  Spindle  with  Hard  Seats. 
F.  —Bottom  Spring. 
G.— Body  of  Regulator. 
//'.—Bottom  Plug. 
/.-Handle. 
/.—Top  Nut. 
K— Hollow  Screw. 
/.—Top  Spring. 
Af.— Dome  of  Regulator. 
N.— Lock.  Nut. 
O. — Top  Flange. 
P.  — Bottom  Flange. 
(X— Top  Spindle. 
>?.-Set  Screw. 
2.— i  inch  Inlet  Union  Nut. 
••f.i-i#  inch  Outlet  Union  Nut.^ 


FIG.  2. 

Gold  Pressure  Regulator. 

the  diaphragm  down  and  the  main  valve  opens  and 
remains  thus  until  steam  from  the  outlet  side  of 
the  valve,  some  of  which  passes  the  loose  stem  D  to 
the  under  side  of  the  diaphragm,  closes  the  main 
valve. 

CLIMAX  STEAM  PRESSURE  REGULATING  VALVE. 

Description. --Steam  enters  at  A,  surrounds  main 
valve  (I),  passes  the  water  packing  grooves  around 
this  valve,  and  bearing  against  the  shoulder  carries 


38 


LOCOMOTIVE  APPLIANCES. 


this  valve  (1)  upward,  allowing  steam  to  pass  through 
the  now  raised  valve  to  B,  as  shown  by  the  arrows. 
The  reduced  pressure  steam  from  B  also  acts  upward 
through  ports  (3  and  11  )  upon  the  under  side  of 
regulating  piston  (6).  If  spring  (7)  were  set  for  say 
100  pounds,  as  soon  as  the  pressure  on  the  under  side 


1.  Main  Valve. 

2.  Opening  in  Main  Valve. 

3.  Port  Leading  to  the  Regulating 

Piston  6. 

4.  Solid  Disc,  held  in  place  by  cap 

12. 

6.  Regulating  Piston. 

7.  Regulating  Spring. 

8.  Regulating  Screw. 

10.  Auxiliary  Valve  Spring. 

11.  Ports  in  Disc  4. 

12.  Governor  Cap. 

13.  Controlling  Steam  Chamber. 

14.  Body. 

16.  Auxiliary  Valve. 


FIG.  3. 

Climax  Steam  Pressure  Regulating 
Valve. 

of  regulating  piston  (6)  reached  that  amount,  it  would 
move  slightly  upward  and  away  from  its  former  con- 
tact with  the  auxiliary  valve  (16),  thus  allowing  16 
to  seat  in  disc  (4),  thereby  preventing  the  further 
escape  of  steam  from  the  controlling  chamber  (13  ). 
Steam  from  inlet  (A)  passing  through  the  grooves  or 
water  packing  of  valve  (1)  to  chamber  (13  ),  now  seats 


LOCOMOTIVE  APPLIANCES.  39 

valve  (1)  until  the  pressure  at  B  and  consequently 
that  below  piston  (6),  drops  slightly  beldw  100  pounds. 
Then  spring  (7)  forces  down  piston  (6)  and  opens 
auxiliary  valve  (16),  thereby  permitting  the  escape  of 
pressure  from  chamber  (13)  through  valve  (16), 
ports  (11  and  3)  to  B.  The  conditions  are  such 
now,  as  in  starting,  that  valve  (1)  is  raised  for  a  fur- 
ther supply  of  steam  from  A  to  B.  In  actual 
operation,  where  a  continuous  flow  is  being  used, 
valves  (I  and  16)  are  held  just  sufficiently  off  their 
seats  to  maintain  a  uniform  pressure  at  B. 

The  valve  shown  in  the  cut  is  intended  for  use 
where  a  large  and  continuous  supply  of  steam  is 
needed,  as  for  running  dynamos  for  train  lighting, 
etc.  When  this  valve  is  to  be  used  for  train  heating 
only,  a  projection  is  made  on  the  bottom  of  valve  (1), 
as  shown  by  the  heavy  dotted  line,  so  that  only  a 
small  annular  opening  is  made  as  the  valve  starts 
from  its  seat. 

To  obtain  greater  pressure  screw  down  on  the 
spring  (7)  by  means  of  the  regulating  screw  (8). 
To  obtain  less  pressure  screw  up  on  the  regulating 
screw. 

ECLIPSE  REDUCING  VALVE. 

Description. — Before  starting,  spring  (A)  and  the 
stem  below  it  have  forced  down  piston  (B)  and  opened 
valves  (E  E).  When  steam  is  turned  on  at  the  steam 
heat  throttle  valve  on  the  boiler  head  and  as  soon  as 
the  reduced  pressure  at  the  left  hand  or  outlet  side 
which  also  acts  on  the  under  side  of  piston  (B)  has 
reached  a  sufficient  amount  to  over-balance  the  ten- 
sion in  spring  (A)  ,  the  piston  (B)  will  raise  and  pull 


40 


LOCOMOTIVE  APPLIANCES. 


with  it  the  valves  (E  E),  thereby  shutting  off  any 
further  supply  of  steam  until  the  pressure  under 
piston  (B)  again  falls  below  the  tension  of  spring  (A), 
In  action  this  valve  does  not  open  wide  and  then  close, 
but  assumes  a  position  open  only  enough  to  admit  a 
uniform  supply  of  steam  needed  to  maintain  the 
desired  pressure. 


A.  Regulating  Spring  and  Stem. 

B.  Regulating  Piston. 

C.  Exhauet  Pipe  to  Atmosphere. 
D-D.     Relief  Ports. 

E-E.     Double  Seated  Valve. 

F.  Regulating  Screw. 

G.  Lock  Nut. 
1.     Inlet. 

O.     Outlet. 


Pro.  4. 
Eclipse  Reducing  Valve. 


This  reducing  valve  is  also  made  with  a  double 
piston  valve  in  place  of  the  double  bevel  seated  valves 
(E  E),  but  the  latter,  as  shown  in  the  engraving,  is 
more  satisfactory,  especially  for  short  trains  requiring 
but  small  supply  of  steam. 


LOCOMOTIVE  APPLIANCES. 


41 


To  obtain  greater  pressure  screw  down  on  F  and 
lock  with  G,  or  do  the  reverse  if  less  pressure  is 
desired. 

THE  TAAFEL  PRESSURE  REGULATOR. 

This  regulator,  sometimes  called  the  "Leslie"  regu- 
lator, is  used  largely  on  locomotives  for  train  heating. 

The  engraving  here  shown  gives  a  sectional  view 
through  the  center  of  the  valve,  whose  operation  is  as 
follows: 

Steam  from  the  inlet  side  (R)  enters  from  the  right 


Main  Body. 

Top  Cap  of  Main  Body. 
Bottom  Cap  of  Main  Body. 
Main  Valve. 
Main  Valve  Spring. 
Piston. 
Diaphragm. 

Body  of  Regulating  Valve. 
Cap  of  Regulating  Valve. 
Regulating  Valve. 
Regulating  Valve  Spring. 
Adjusting  Spring. 
Top  Seat  of  Adjusting  Spring. 
Bottom  Seat  of  Adjusting  Spring. 
Regulating  Cap. 
Lock  Nut  of  Regulating  Cap. 
Wood  Handle  and  Nut. 
Inlet. 

Inlet  Port  to  Reg.  Valve  Chamber. 
Outlet. 

Port  to  Diaphragm  Chamber. 
Port  from  Regulating  Valve  Chamber  to 
Piston    Chamber. 


FIG.  5. 


Taafel  Pressure  Regulator. 

hand  side,  as  shown  in  the  cut.  A  portion  of  the 
steam  passes  up  through  port  '(S)  to  the  regulating 
valve  (J)  which  it  finds  open,  due  to  the  downward 
pressure  of  the  adjusting  spring  (L)  on  the  diaphragm 
((7),  which  in  turn  bears  upon  the  small  valve  (/). 
•This  small  regulating  valve  being  open  allows  the 
steam  to  pass  as  shown  by  the  arrow  to  chamber  (V) 
where  it  forces  piston  (F)  downward,  thus  opening 


42  LOCOMOTIVE  APPLIANCES. 

the  main  valve  (D)  and  allowing  steam  from  the  loco- 
motive boiler  to  pass  to  the  train  heating  system  at  the 
outlet  (T).  Port  (U)  connects  the  under  side  of  dia- 
phragm (G)  with  the  heating  system,  and  when  the 
pressure  there  reaches  whatever  amount  the  adjusting 
spring  (L)  is  set  to  withstand,  the  slightest  additional 
pressure  will  cause  diaphragm  (G)  to  bend  upward 
enough  to  release  regulating  valve  (/),  thus  allowing 
the  latter  to  be  seated  by  the  force  of  its  spring  (K), 
just  beneath  it.  No  further  supply  of  steam  from  the 
inlet  side  can  now  reach  chamber (V)  and  what  pres- 
sure remains  therein  can  pass  around  piston  F 
(which  is  for  this  purpose  but  loosely  fitted  in  its  cyl- 
inder) and  equalize  with  the  system  pressure  under- 
neath. Piston  (F),  being  equally  balanced,  permits 
the  main  valve  spring  (E)  to  close  the  main  valve  (D), 
thereby  shutting  off  further  supply  of  steam  to  the 
heating  system. 

As  soon  as  the  pressure  of  the  steam  in  the  heating 
system  under  diaphragm  (G)  becomes  the  least 
amount  less  than  that  of  the  adjusting  spring  (L), 
the  diaphragm  will  bulge  downwards,  unseating 
regulating  valve  (J),  which,  as  before  described, 
again  produces  a  supply  of  steam  to  the  system. 

For  attaching  and  adjusting  this  regulator  the  fol- 
lowing directions  should  be  observed: 

When  possible  place  regulator  in  a  vertical  position 
on  a  horizontal  pipe,  but  always  arranged  so  the 
steam  will  pass  through  in  the  direction  indicated  by 
the  arrow  cast, on  the  side  of  the  valve  body. 

Before  attaching  the  regulator  put  a  stop  valve  on- 
inlet  pipe  and  blow  out  pipes  thoroughly;  after  the 
regulator  has  been  attached  and  before  pressure  is 


LOCOMOTIVE  APPLIANCES.  43 

turned  on,  unscrew  cap  (O)  to  take  all  pressure  off  the 
adjusting  spring  (L).  Open  the  stop  value,  then 
screw  down  the  regulating  cap  (0)  until  the  desired 
pressure  is  reached,  when  the  cap  should  be  locked  in 
position  by  lock  nut  (F).  A  very  slight  turn  of  the 
cap  either  way  will  change  the  pressure. 

The  regulating  cap  (O)  can  be  removed  while  pres- 
sure is  on,  if  so  desired. 

The  top  cap  (B)  of  main  body  can  be  removed  while 
pressure  is  on,  providing  steam  is  released  from  the 
outlet  pipe  (T). 

The  diaphragm  must  always  be  set  with  bead  up. 

To  take  out  main  valve  (D),  unscrew  the  bottom 
cap  (C )  of  the  main  body. 

To  remove  the  regulating  valves,  first  unscrew  top 
cap  (B)  of  main  body,  then  unscrew  the  regulating 
valve  body  (//),  and  also  cap  (7). 

When  repairing,  care  should  be  taken  to  see  that  all 
joints,  seats  and  piston  are  thoroughly  cleaned  and  a 
little  heavy  oil  used  on  the  joints  before  screwing  them 
up  tight. 

Never  iise  oil  of  any  kind  on  the  piston,  valves, 
valve  seats  or  valve  stems. 

When  the  regulator  is  in  working  order  all  parts 
should  work  freely.. 

All  parts  of  each  size  regulator  are  interchangeable. 

THE  ROSS  STEAM  PRESSURE  REDUCING  VALVE. 

This  reducing  valve  shown  in  the  accompanying 
cut  is  of  the  diaphragm-piston  type.  The  regulating 
screw  at  the  top  produces  the  required  pressure 
through  a  double  coil  spring  upon  a  flexible  metallic 


44 


LOCOMOTIVE  APPLIANCES. 


diaphragm  having  a  stem  extending  down  by  a  loose 
fit  through  the  regulating  piston  and  supply  valve  to 
an  adjusting  nut. 

This  adjusting  nut  regulates  the  maximum  opening 
of  the  supply  valve,  which  opening  should  not  be  over 
%  inch,  and  the  stem  serves  as  a  guide  to  the  piston 
and  valve,  which  are  in  one  piece.  As  the  stem  is  a 
loose  fit  in  the  latter,  the  pressure  beneath  the  supply 
valve  (that  of  the  heating  system)  and  that  in  the 
small  chamber  between  the  diaphragm  and  the  piston 
are  always  the  same.  Hence,  when  steam  from  the 
locomotive  boiler  (entering  from  the  right  as  shown 
in  the  engraving)  strikes  the  upper  side  of  the  valve 

and  the  under  side 
of  the  piston,  as 
there  is  no  pressure 
on  top  of  the  latter 
due  to  the  asbestos 
packing  (shown  in 
the  illustration  by 
dark  lines)  therein, 
the  valve  is  forced 
down  and  open, 
admitting  steam  to 
tjie  heating  system. 
When  the  pressure 
in  the  heating  sys- 
tem, passing  by  the 
'stem  to  the  under 
side  of  the  dia- 
phragm, becomes 
great  enough,  it 

Ross  Steam  Pressure  Reducing  Valve.          CaUSCS         the 


LOCOMOTIVE  APPLIANCES.  45 

phragm  to  raise  sufficiently  to  clamp  the  valve  to  its 
seat  and  shut  off  further  supply  until  the  system 
pressure  reduces  below  the  set  limit.  When  that  con- 
dition again  exists,  the  diaphragm  springs  downward 
allowing  the  supply  valve  to  again  open. 

Adjustment  and  Repairs. — The  piston  should 
always  be  kept  well  packed  with  asbestos,  the  dia- 
phragm joint  kept  tight,  and  the  adjusting  nut  on  the 
bottom  of  the  stem  set  so  that  valve  cannot  open  more 
than  %  inch. 

If  steam  in  large  quantities  passes  the  valve  when 
it  should  not,  take  off  the  bottom  cap,  unscrew  the 
adjusting  and  yoke  nuts,  pull  out  the  valve  and 
piston. 

If  the  valve  has  a  good  seat  and  no  scale  or  dirt  is 
found  under  it,  the  trouble  was  due  to  the  valve  hav- 
ing too  much  lift.  Hence,  in  replacing  the  parts, 
screw  the  adjusting  nut  up  until  the  valve  is  clamped 
to  its  seat,  first  having  relieved  tension  on  the  dia- 
phragm from  the  top  regulating  screw;  then  slack  off 
the  nut  about  a  turn  and  a  half  or  two  turns  and  the 
trouble  will  be  overcome. 

If  the  valve  regulates  well  on  long  trains,  or  where 
much  steam  is  used,  but  allows  the  pressure  to  become 
too  great  on  short  trains,  or  where  the  steam  require- 
ments are  small,  the  piston  packing  has  become  hard- 
ened or  worn  out  and  should  be  replaced. 

SPECIAL  AUTOMATIC  RELIEF  VALVE. 

The  Consolidated  Car  Heating  Company  employ 
the  Mason  regulator  or  reducing  valve,  which  has 
been  fully  described  elsewhere,  and  also,  for  addi- 


4G 


LOCOMOTIVE  APPLIANCES. 


FIG.  7. 

Special  Automatic 
Relief  Valve. 


tional  safety,  the  special  relief  valve  shown  sectioned 
in  the  accompanying  cut,  Fig.  7. 

This  relief  valve  is  set  at  50 
pounds  and  is  for  the  purpose  of 
relieving  the  pressure  in  system 
heating  pipe  and  at  the  same  time 
signaling  the  engineer,  should  the 
pressure  become  too  great. 

By  its  use  the  not  infrequent 
delays  due  to  hose  burst  from  over- 
pressure may  be  reduced  to  a 
minimum. 

To  take  valve  apart:  Use  the 
key  to  unscrew  lock-screw  ( J ),  take 
off  the  shield  (L),  and  relieve  the 
load  on  spring  by  unscrewing  the 
set-screw  (G).  Then  loosen  set- 
screw  (Y),  and  unscrew  the  casing. 

To  set  valve  at  a  higher  pressure:  Screw  set-screw 
(G)  down;  at  a  lower  pressure,  screw  set-screw  up. 

To  regulate  pop:  The  pop  or  action  of  the  escaping 
steam  is  regulated  by  the  externally  threaded  ring 
(B)  in  the  base  of  the  valve,  which  is  easily  accessible 
without  taking  valve  apart,  and  is  held  securely  in 
place  when  set,  by  means  of  set-screw  (Y)  on  the  side 
of  the  valve  body.  If  the  valve  pops  too  suddenly  and 
reduces  the  pressure  too  much,  turn  ring  (B)  down 
(further  away  from  the  valve  disc),  and  if  it  does  not 
pop  enough,  opening  and  closing  only  gradually, 
turn  ring  (B)  up  (nearer  to  the  valve  disc).  When 
the  desired  adjustment  is  obtained,  secure  the  ring  by 
means  of  the  set-screw  (Y);  whenever  set-screw  (G)  is 
changed,  the  pop  regulating  ring  must  in  most  cases 
be  changed  to  suit. 


LOCOMOTIVE  APPLIANCES. 


47 


STCAM  GAUCC 
4  i"  DIAL. 


To  insure  proper  working:  Pop  safety  valves  should 
be  attached  immediately  upon  the  boiler,  or  as  close  to 
same   as   possible;  otherwise   the   connecting   pipe 
should  be  at  least  one 
size  larger  in  diameter 
than  the  size  of  the  pop 
valve. 

Caution:  Before  at- 
taching valve,  blow  out 
pipe  and  avoid  the  use 
of  too  much  lead  or 
pipe  grease.  This 
valve  is  sensitive,  and 
any  foreign  substance 
lodging  in  it  will  pre- 
vent its  perfect  work- 
ing. 

The  location  of  the 
automatic  relief  valve 
and  the  other  locomo- 
tive cab  attachments 
connected  with  the 
train  steam  heating 
apparatus  are  clearly 
shown  in  Fig.  8. 


FIG.  8.    Location  of  Steam  Heating  Cab 
Attachments. 


RULES  FOR  ENGINEERS. 

The  following  rules  are  applicable  to  all  forms  of 
direct  train  steam  heating  apparatus  : 

1.  Engineers  must  give  for  heating  trains  on  the 
road  a  steam  pressure  of  twenty  pounds,  on  heating 
gauge  in  cab,  for  trains  of  five  cars,  and  an  additional 
three  pounds  for  each  additional  steam-heated  car. 


48  LOCOMOTIVE  APPLIANCES. 

2.  Give  extra  pressure  up  to  forty-five  pounds,  if 
desired,  to  heat  cold  trains,  and  to  blow  out  at  terminal 
points,  before  shutting  off. 

3.  Steam  must  not  be  shut  off  from  heating  appa- 
ratus or  turned  down  while  on  the  road. 

4.  Pressure  should  always  be  regulated  by  the 
reducing  valve,  the  throttle  valve  being  wide  open 
when  using  steam  for  heating.     If  at  any  time  the 
reducing  valve  fails  to  hold  the  pressure  steady,  report 
same  and  see  that  the  valve  is  cleaned. 

5.  See  that  the  throttle  valve  of  heating  apparatus 
is  closed  about  three  minutes  before  entering  stations, 
where  engine  is  to  be  disconnected  or  additional  cars 
to  be  placed  in  train,  and  at  terminal  points.    This  is 
important  to  prevent  scalding  train  men  in  uncoup- 
ling hose  while  pressure  is  on. 

6.  When  not  using  steam  on  train,  allow  sufficient 
steam  to  pass  through  steam  pipe  to  prevent  freezing 
steam  pipe  under  tank. 

7.  Get  signal  that  steam  is  through  train  line 
before  leaving  terminal  point  or  changing  station. 


AIR  BRAKE  APPARATUS. 

THE  DUPLEX  AIR  PUMP— NEW  YORK  AIR  BRAKE 
COMPANY. 

The  air  pump  is  one  of  the  most  important  attach- 
ments to  the  locomotive;  it  furnishes  the  motive  power 
for  the  operation  of  the  automatic  air  brake. 

Fig.  1  shows  the  No.  2  Duplex  air  pump  of  the  New 
York  Air  Brake  Company,  which  is  adapted  for  large 
locomotives.  It  works  with  a  smoothness  and  ease  of 
operation  in  strong  contrast  to  the  ordinary  single 
cylinder  pump,  the  absence  of  jarring  and  noiss  being 
particularly  noticeable,  and  will  supply  air  rapidly. 

The  action  of  this  pump  in  compressing  air  is 
similar  to  the  use  of  steam  in  a  compound  engine,  but 
the  air  is  compounded  in  this  case  and  not  the  steam. 
Both  steam  cylinders  are  seven  inches  in  diameter. 
The  high-pressure  air  cylinder  is  also  seven  inches 
in  diameter,  but  the  low-pressure  air  cylinder  is 
larger,  its  diameter  being  ten  inches  and  its  capacity 
therefore  exactly  twice  that  of  the  steam  cylinder  actu- 
ating it.  Both  air  cylinders  are  filled  with  free  air  at 
every  stroke.  The  first  operation  is  to  force  the  air 
from  the  largest  cylinder  into  the  smaller  one  in 
addition  to  the  free  air  already  in  the  smaller  cylinder. 
The  smaller  cylinder  then  contains  three  times  its 
volume  of  free  air,  compressed  to  about  forty  pounds. 
The  high-pressure  piston  then  completes  the  compres- 
sion and  forces  the  air  into  the  reservoir.  In  this  way, 

4  (49) 


50 


LOCOMOTIVE  APPLIANCES, 


Exhaust 
l!/iPil>e 


FIG.  i. 
New  York  Air  Brake  Co.'s  Duplex  Air  Pump. 


LOCOMOTIVE  APPLIANCES.  51 

the  two  seven-inch  steam  pistons  are  caused  to  actuate 
the  equivalent  of  three  seven-inch  air  pistons  (the 
area  of  a  ten-inch  piston  being  exactly  double  that  of  a 
seven-inch),  or,  in  other  words,  two  measures  of  steam 
are  made  to  compress  three  similar  measures  of  air. 

The  valve  gear  is  very  simple.  For  the  steam 
cylinders  it  consists  of  two  plain  slide  valves  (5)  and 
(6),  moving  in  steam  chests  (16  and  17),  and  oper- 
ated by  small  tappet  rods  (7  and  8),  which  extend 
into  the  hollow  piston  rods  of  the  steam  cylinders.  As 
is  shown,  the  valve  on  one  side  controls  the  supply  of 
steam  to  the  opposite  side.  The  air  valves  are  simple 
poppet  or  check  valves,  which  seat  by  gravity  while 
the  pistons  wait,  and  therefore  are  not  liable  to  pound 
themselves  to  pieces.  (The  pistons  of  one  side  rest 
while  the  pistons  of  the  other  side  are  in  motion. )  The 
operation  is  as  follows: 

In  the  position  shown,  the  air  piston  in  cylinder  (4) 
has  completed  its  downward  stroke  and  compressed 

Parts  of  Duplex  Air  Pump. 

1-2  Combined  Steam  Cylinders.  44  Upper  Discharge  Valve  Cap. 

3-4  Combined  Air  Cylinders.  45  Upper  Discharge  Valve  Seat. 

5-6  Slide  Valves.  46  Lower  Discharge  Valve  Seat. 

7-8  Valve  Stems.  47  Top  Head. 

9-10  Receiving  Air  Valves.  48  Upper  Air  Cylinder  Gasket. 

11-12-13-14  Discharge  Air  Valves.  49  Lower  Air  Cylinder  Gasket. 

15  Steam  Chest  Caps.  50  Upper  Steam  Cylinder  Gasket. 

16-17  Steam  Chest  Bushings.  51  Lower  Steam  Cylinder  Gasket. 

18  Piston  Rods.  52  Cylinder  Head  Bolts. 

19  Lower   Steam  Cylinder  Head,   with       53  Oil  Cups  for  Air  Cylinders. 

Valves  and  Bushings.  54  Drain  Cock. 

20  Piston    Plates  for  Actuating   Valve       55  Piston  Plate  Bolt. 

Stems.  56  Steam  Union  Stud  for  Governor. 

21-22  Five-Inch  Steam  Pistons.  57  Steam  Union  Nut  for  Governor. 

31  Five-Inch  Air  Piston.  58  Exhaust  Pipe  Union  Stud. 

32  Seven-Inch  Air  Piston.  59  Exhaust  Pipe  Union  Nut. 

33  Five-Inch  Piston  Packing  Rings.  60  Exhaust  Pipe  Union  Swivel. 

34  Seven-Inch  Piston  Packing  Rings.  61  Quarter-Inch    Nipple. 

35  Centre  Piece.  62  Quarter-Inch  Union. 

36  Piston  Rod  Stuffing  Boxes.  63  Air  Union  Stud. 

37  Piston  Rod  Stuffing  Box  Nuts.  64  Air  Union  Nut,   34-inch. 

38  Piston  Rod  Stuffing  Box  Glands.  65  Air  Union  Swivel.   34-inch. 

39  Lower  Receiving  Valve  Chamber.  66  Cylinder  Head  Bolt  Wrench. 

40  Lower  Intermediate  Valve  Seat.  67  Cap  and  Discharge  Valve  Wrench. 

41  Upper  Receiving  Valve  Seat  68  Upper  and  Lower  Valve  Chamber 

42  Upper  Intermediate  Valve  Seat.  Wrench. 

43  Upper  Intermediate  Valve  Chamber.  69  Piston  Packing  Nut  Wrench. 


52  LOCOMOTIVE  APPLIANCES. 

its  contents  through  valve  (12  )  into  cylinder  (3).  The 
plate  (20),  on  steam  piston  (21  ),  has  moved  valve  (6) 
to  its  lowest  position.  This  admits  steam  through 
port  (23,  24,  25)  to  upper  side  of  piston  (22),  and  will 
cause  that  piston  to  descend  and  expel  the  partially 
compressed  air  in  cylinder  (3)  through  valve  (14)  and 
passage  shown  into  the  reservoir.  Meanwhile,  the 
cylinder  (4)  has  become  filled  above  the  piston  with  air 
at  atmospheric  pressure  through  valve  (9),  and  the 
cylinder  (3)  will  be  filled  with  air  at  atmospheric 
pressure  through  valves  (9  and  11),  both  of  which 
open  inward  and  are  seated  by  gravity.  When  piston 
(22)  reaches  the  end  of  its  downward  stroke,  the  plate 
(20)  strikes  the  tappet  on  valve  stem  (7)  and  moves 
valve  (5)  to  its  lowest  position,  thus  uncovering  port 
(26)  and  admitting  steam  through  port  (26)  to  the 
lower  side  of  piston  (21),  thus  causing  piston  (21)  to 
rise  and  compress  the  air  which  is  in  cylinder  (4) 
through  valve  (11)  into  upper  part  of  cylinder  (3). 
Just  as  piston  (21)  completes  its  stroke,  its  plate  (20) 
strikes. the  tappet  on  valve  stem  (8)  and  moves  valve 
(6)  to  its  highest  position,  uncovering  port  (27)  and 
admitting  steam  through  port  (27)  to  the  lower  side 
of  piston  (22),  causing  that  piston  to  rise  and  expel 
the  partially  compressed  air  in  cylinder  (3),  through 
valve  (13)  into  passage  shown,  and  thence  into  the 
reservoir.  While  the  pistons  are  compressing  the  air 
above  them  into  the  reservoir,  the  air  cylinders  below 
the  pistons  will  be  filled  with  air  at  atmospheric 
pressure  through  valves  (10  and  12),  ready  for 
another  cycle  of  operation. 

The  construction  is  very  durable,  and  all  valves  can 
be  examined  or  removed  by  unscrewing  plugs,  with- 


LOCOMOTIVE  APPLIANCES.  53 

out  taking  the  pump  down.  The  steam  cylinders  are 
placed  underneath  the  air  chambers  to  allow  natural 
drainage  and  insure  clean  air. 

TRIPLE   VALVES— NEW  YORK  AIR    BRAKE 
COMPANY. 

The  triple  valve  plays  a  vital  part  in  the  operation 
of  the  automatic  air  brake,  the  purpose  it  serves  being 
to  provide  a  way  by  which  the  stored  pressure  in  the 
reservoir  may  be  automatically  admitted  to  the  brake 
cylinder  whenever  the  pressure  in  the  train -pipe 
escapes.* 

PLAIN  TRIPLE  VALVE. 

Fig.  1  shows  a  section  of  the  Plain  Triple  valve, 
which  is  used  only  on  engines  and  tenders.  The 
parts  are  few,  simple  and  durable,  and  their  opera- 
tion is  not  easily  affected  by  dirt. 

Connections  are  made  with  the  auxiliary  reservoir, 
the  brake  cylinder,  and  the  train-pipe,  as  shown;  slide 
valve  (38  )  controls  the  exhaust  of  air  from  brake 
cylinder,  to  release  brakes,  and  graduating  valve  (48  ) 
controls  the  admission  of  air  from  auxiliary  reservoir 
to  brake  cylinder,  for  applying  brakes.  Piston  (40  ) 
actuates  slide  valve  (38  )  and  graduating  valve  (48  ), 
and  in  such  a  manner  that  valve  (38  )  will  close 
exhaust  port  before  graduating  valve  (48  )  is  opened. 
The  slide  valve  (38  )  can  remain  stationary  while  the 
piston  (40  )  returns  part  way  and  closes  graduating 

*The  principle  of  the  triple  valve  and  the  details  of  other  forms 
thereof  are  fully  described  in  "The  Science  of  Railways,"  and  the 
reader  is  referred  to  the  General  Index  of  that  work  for  informa- 
tion in  regard  thereto. 

\  B  R  A 
PF  THE 


54  LOCOMOTIVE  APPLIANCES. 

valve  (48  ),  as  the  abutments  that  move  valve  (38  )  are 
farther  apart  than  the  length  of  the  valve. 

The  operation  is  as  follows:  Air  from  the  train-pipe 
passes  to  cylinder  (A),  through  charging  groove  (B) 
and  passage  (C)  to  chamber  (D),  and  thence  through 
passage  (E)  into  the  auxiliary  reservoir.  When  the 
train-pipe  pressure  is  reduced,  the  piston  (40  )  moves 
its  full  stroke,  first  shutting  off  the  auxiliary  reservoir 
from  the  train  pipe  by  closing  the  connection  between 
passage  (B)  and  cylinder  (A),  next  closing  exhaust 


FIG.  1. 
Plain  New  York  Triple  Valve. 


valve  (38  )  and  opening  graduating  valve  (48  ),  thus 
admitting  air  into  'the  brake  cylinder;  the  amount 
admitted  being  in  proportion  to  the  reduction  of  the 
train-pipe  pressure.  If  the  train-pipe  pressure  is 
reduced  but  little,  the  pressure  in  the  reservoir  is  soon 
reduced  to  less  than  that  in  the  train-pipe,  and  the 
piston  (40  )  starts  back  and  closes  graduating  valve 
(48),  without  disturbing  slide  valve  (38),  which  is  held 
with  some  force  by  the  air  pressure,  aided  by  spring 
(9),  and  checks  the  return  stroke  when  valve  (48) 


LOCOMOTIVE  APPLIANCES.  55 

is  closed.  A  further  reduction  of  train-pipe  pressure 
would  repeat  the  same  action  and  apply  the  brakes  a 
little  harder.  If  the  train-pipe  pressure  is  reduced  five 
to  eight  pounds,  the  brakes  will  be  applied  with  but 
moderate  force,  but  if  the  train- pipe  pressure  is  reduced 
twenty  pounds,  the  graduating  valve  (48  )  will  remain 
open  and  the  brakes  go  full  on,  as  the  auxiliary  reser- 
voir pressure  will  then  continue  to  flow  into  the  brake 
cylinder  until  the  pressure  in  each  has  become  equal- 
ized. 

An  increase  of  pressure  in  the  train-pipe  will  cause 
all  the  valves  to  move  back  to  the  position  shown  in 
the  plate,  thus  releasing  the  brakes  and  allowing  the 
reservoir  to  be  re-charged.  Passage  (F)  allows 
moisture  from  the  train  pipe  to  collect  in  chamber  (G), 
where  it  can  be  readily  drained  by  unscrewing  plug 
(13). 

THE  NEW  YORK  IMPROVED  QUICK  ACTION 
TRIPLE  VALVE. 

Fig.  2  shows  a  sectional  view  of  this  triple  valve. 
Figs.  2,  3  and  4  are  ideal  sketches  with  all  working 
parts  drawn  on  the  same  plane,  in  order  to  render  an 
explanation  more  readily  understood.  In  the  actual 
construction  some  of  the  moving  parts  are  placed  at 
right  angles  to  the  main  piston,  so  that  all  the  inside 
parts  can  be  removed  without  detaching  the  valve 
from  the  reservoir  or  the  train-pipe.  This  valve  has 
the  same  connections  and  is  interchangeable  with  the 
Westinghouse  quick  action  triple  valve. 

The  work  it  does  is  known  as  "service"  and  "emer- 
gency," the  first  being  its  ordinary  action,  and  the 
second  giving  the  very  strong  and  instant  application 


56 


LOCOMOTIVE  APPLIANCES 


for  emergency  use.  To  accomplish  the  latter  through- 
out a  long  train,  pressure  from  the  train-pipe  is  dis- 
charged at  each  car  in  addition  to  the  reduction  by  the 
engineer.  As  elsewhere  explained,  the  ordinary 


FIG.  2. 
New  York  Quick  Action  Triple  Valve. 

service  application  is  made  by  letting  from  six  to 
eight  pounds  pressure  out  of  the  train  pipe,  and 
emergency  application  by  a  sudden  reduction  of  ten 
or  more  pounds.  In  either  case,  the  reduction  causes 
an  impulse  of  air  to  travel  through  the  train-pipe  and 
operate  the  triple  valve  of  each  car  as  it  passes  along. 
The  service  reduction  is  not  powerful  enough  to  affect 
the  emergency  parts  and  travels  through  the  train 
with  moderate  speed.  The  emergency  reduction, 
however,  is  so  much  more  powerful  that  it  also  sets 
the  emergency  parts  in  motion  and,  as  they  exhaust 
the  train-pipe  pressure  in  their  immediate  vicinity, 
this  impulse  is  transmitted  from  car  to  car  with  great 
rapidity. 

The  "service"  parts  occupy  the  central  portion  of 
Figs.  3,  4  and  5.  The  auxiliary  reservoir  is  charged 
through  the  usual  groove  (B).  Exhaust  valve  (38  ) 


LOCOMOTIVE  APPLIANCES, 


57 


and  graduating  valve  (48  )  cover  the  usual  ports,  and 
are  moved  by  the  main  piston  (128  )  for  applying  and 
releasing  the  brakes  for  service  stops,  in  the  manner 
already  familiar  in  plain  and  quick  action  triple 
valves. 
The  "quick  action"  parts  occupy  the  left  and  top  por- 


FIG.  o, 

Illustrative  Model  of  New  York  Quick  Action  Triple  Valve. 
(All  valves  in  normal  positions). 

tions  of  the  drawing,  and  are  inoperative  under  ordi- 
nary conditions.  Vent  valve  (71  )  is  held  to  its  seat 
by  spring  (132  ),  assisted  by  train-pipe  pressure,  and 
can  only  be  opened  when  piston  (129  )  is  forced  to  the 
left.  Quick  action  valve  (138-139  )  is  held  to  its  seat 
by  spring  (140  ),  assisted  by  reservoir  pressure,  and 
can  only  be  opened  when  piston  (137  )  moves  to  the 


58 


LOCOMOTIVE  APPLIANCES. 


right.  All  parts  are  simple  and  durable,  and  the 
valves  are  so  located  that  no  oil  from  the  brake  cyl- 
inder can  possibly  reach  a  rubber  valve  seat. 

Fig.  3  shows  the  triple  with  all  valves  in  their 
normal  positions;  Fig.  4  shows  the  position  of  the 
valves  in  service  application;  and  Fig.  5  shows  the 


Train 
Pipe 


FIG.  47 

Illustrative  Model  of  New  York  Quick  Action  Triple  Valve. 
(Position  of  valves  in  service  application^. 

valves  in  emergency  position.    The  arrows  indicate 
the  course  of  the  air  in  each  position. 

The  triple  valve  proper  consists  of  the  triple  piston 
valve  (128  ),  the  exhaust  valve  (38)  and  the  gradu- 
ating valve  (48).  The  graduating  and  exhaust 
valves  are  of  the  slide  valve  pattern,  and  in  their 
arrangement  on  the  triple  piston  stem  are  independent 


LOCOMOTIVE  APPLIANCES. 


59 


of  each  other.  The  triple  piston  valve  is  of  the  cup  or 
extended  pattern,  and  forms  a  cylinder  for  the  vent 
valve  piston  (129).  These  three  valves,  combined,  of 
course,  constitute  the  triple  valve,  and  the  triple  valve 
is  the  part  that  gives  the  brake  its  automatic  action. 
The  quick  action  part  of  the  triple  consists  of  the 


39 


FIG.  5. 

Illustrative  Model  of  New  York  Quick  Action  Triple  Valve. 
(Valves  in  .emergency  position1. 

vent  valve  piston  (129  ),  the  extended  cup  or  cylinder 
of  piston  (128  ),  vent  valve  (71  ),  vent  valve  spring 
(132 ),  emergency  piston  (137 ),  emergency  valve 
(139  ),  and  brake  cylinder  check  valve  (117  ).  To 
these  parts  we  may  add  the  vent  ports  (M  and  J)  and 
the  passages  (f/,  L  L  and  K). 

In  the  normal  position,  that  of  charging  the  aux- 
iliary reservoir,  as  shown  in  Fig.  3,  the  air  comes  in 


60  LOCOMOTIVE  APPLIANCES 

from  the  train-pipe,  as  indicated  by  the  arrows,  passes 
by  the  triple  piston  (128)  through  the  feed  groove  (D) 
to  the  auxiliary  reservoir.  At  the  same  time  it  charges 
chamber  (G),  between  the  vent  valve  piston  (129  )  and 
the  triple  piston  (128  )  through  the  very  small  port 
(F)  drilled  through  the  vent  valve  piston  (129.) 

Main  piston  (128)  has  the  same  stroke  for  both 
service  and  emergency  application.  The  small  port 

(F)  is  of  such  a  size  that  when  triple  piston  (128  ) 
moves  slowly  to  the  left,  as  in  service  application, 
Fig.  4,  the  air  in  space  (G)  will  be  pressed  through 
opening  (F)  without  disturbing  piston  (129  )  from  its 
normal  position. 

In  the  service  application  (Fig.  2)  only  the  triple 
valve  proper  operates.  The  triple  piston  moves  to 
the  left  until  it  rests  against,  and  forms  an  air-tight 
joint  on  the  leather  gasket  (133);  then  the  exhaust 
valve  (38  )  is  moved  into  a  position  covering  the 
exhaust  ports  from  the  brake  cylinder  to  the  atmos- 
phere, and  the  service  port  is  uncovered  by  the  gradu- 
ating valve  (48  ),  so  that  the  auxiliary  pressure  may 
expand  into  the  brake  cylinder  and  apply  the  brake. 

The  sharp  reduction  of  the  train-pipe  pressure  for 
an  emergency  stop  will  cause  main  piston  (128  )  to 
move  rapidly  to  the  left.  In  this  case,  the  air  in  space 

(G)  cannot  escape  through  passage  (F)  fast  enough 
to  prevent  a  momentary  pressure  upon  piston  (129  ), 
strong  enough  to  overcome  its  resistance  and  cause 
valve  (71  )  to  be  pushed  from  its  seat,  as  shown  in 
Fig.  5.    This  allows  train-pipe  air  to  enter,  moment- 
arily, the  passage  (H)  and  escape  to  the  atmosphere 
through  small  port  (M)  and  the  larger  opening  (J). 
In  doing  this  latter  piston  (137  )  is  forced  to  the  right 


LOCOMOTIVE  APPLIANCES.  61 

enough  to  uncover  port  (J),  and  this  movement 
unseats  emergency  valve  (139  )  and  allows  the  full 
power  of  the  auxiliary  reservoir  pressure  to  pass 
rapidly  to  the  brake  cylinder,  there  to  be  instantly 
effective,  on  account  of  the  large  annular  passage 
(L  L)  and  check  valve  (117).  Meanwhile,  as  passage 
(F)  is  always  open,  the  temporary  pressure  exerted  by 
air  in  chamber  (G)  has  rapidly  lost  its  effect  by  escap- 
ing through  port  {F),  and  spring  (132)  has  returned 
valve  (71  )  to  its  seat,  thus  checking  the  further  escape 
of  air  when  the  train-pipe  pressure  is  sufficiently 
reduced  to  apply  the  brakes  to  quick  action  on  adjoin- 
ing cars.  As  valve  (71  )  closes,  it  returns  piston  (129) 
to  its  original  position,  its  travel  to  the  right  being 
limited  by  the  stop  (142  ),  shown  in  Fig.  2.  Valve 
(139)  and  piston  (137)  have  also  been  returned  to  their 
former  positions,  as  shown  in  Fig.  3. 

Releasing  brakes  after  an  emergency  position  is 
accomplished  in  the  same  manner  as  previously 
described  under  the  plain  triple.  All  other  parts 
having  automatically  returned  to  their  original  posi- 
tions (Fig.  3),  there  is  only  the  main  triple  piston  (128) 
to  be  acted  upon.  Restoring  the  train-line  pressure 
causes  this  piston  to  return  slide  valve  (38)  and  grad- 
uating valve  (48)  to  the  position  shown  in  Figs.  2  and 
3,  allowing  the  brake  cylinder  pressure  to  escape  to 
the  atmosphere  underneath  the  slide  valve  (38  ),  at  the 
same  time  the  auxiliary  reservoir  is  being  replenished 
through  the  feed  groove  (B). 

This  triple  valve  has  no  communication  between  the 
train-line  and  the  brake-cylinder,  and  hence  no  defect- 
ive check  valve  can  allow  the  brake-cylinder  to  escape 
back  into  an  open  train  pipe. 


62  LOCOMOTIVE  APPLIANCES. 

One  of  the  advantages  of  this  valve  lies  in  the  fact 
that  itis  so  constructed,  as  shown  in  Fig.  2,  that,  if 
any  one  of  the  valves  leaks,  it  can  be  detected  from  the 
outside  and  the' defect  remedied  without  disturbing 
any  of  the  pipe  joints. 

Moisture  from  the  train-pipe  collects  in  the  drain 
cup  at  the  bottom  of  the  valve  where  it  can  be  drained 
by  unscrewing  the  plug. 

While  the  parts  are  similar  for  passenger  and 
freight  triple  valves,  the  ports  in  the  former  are  larger, 
and  therefore  they  should  not  be  interchanged.  Pas- 
senger triples  have  a  letter  "P"  cast  on  the  outside. 

WESTTNGHOUSE  "1900"  FEED-VALVE  OR  TRAIN- 
LINE  GOVERNOR.  SLIDE  VALVE  PATTERN. 

This  form  of  feed-valve  attachment  to  the  "1892" 
Engineers'  Brake  Valve  was  designed  to  embody  all 
the  advantages  of  the  old  form  and  at  the  same  time 
govern  the  train-line  within  closer  limits,  be  less  liable 
to  derangement  from  gum  and  dirt,  and  be  so  ar- 
ranged that  it  can  be  easily  taken  apart  and  cleaned 
without  the  slightest  interference  with  the  adjustment. 

The  method  of  attachment  of  this  new  device  is 
identical  with  that  of  the  older  form,  the  two  being 
interchangeable. 

As  clearly  shown  in  the  cuts,  Figs.  1  and  2,  the 
supply-valve  chamber  F  and  the  ports  and  passages 
marked  /  are  in  direct  communication  with  the  main 
reservoir  through  port  /  of  the  engineers'  brake 
valve,*  when  the  handle  of  the  latter  is  in  "running 

*For  full  particulars  of  the  principle  and  operation  of  the  Engi- 
neer's Brake  Valve  the  reader  is  referred  to  "  The  Science  of  Rail- 
ways," where  they  may  be  found  by  reference  to  the  General 
Index. 


LOCOMOTIVE  APPLIANCES. 


63 


position."  The  passage  lettered  ii  is  an  extension  of 
the  corresponding  train-line  passage  in  the  brake 
valve.  Chamber  E  is  separated  from  chamber  F 
by  supply-valve  piston  54. 

It  will  readily  be  seen  that  if  chamber  E  is  con- 
nected with  the  train-line,  piston  54  (See  Fig.  2) 
would  be  forced  to  the  right  by  the  greater  main  reser- 


Fig.  1.  Fig-.  2. 

Westinghouse  "1900"  Feed  Valve  or  Train  Line  Governor. 

Slide  Valve  Pattern. 

54 — Supply  Valve  Piston.  59— Regulating  Valve. 

55— Supply  Valve.  65— Regulating  Nut. 

57 — Diaphragm.  67 — Regulating  Spring 

58— Supply  Valve  Piston  Spring. 

voir  pressure  in  chamber  F  acting  on  the  other  side 
of  this  piston.  However,  if  chamber  E  were  shut 
off  from  all  communication  with  the  train-line,  it  will 
be  equally  apparent  that,  as  there  are  no  packing 
rings  in  piston  54,  the  main  reservoir  pressure  from 
chamber  F  would  soon  form  an  equal  pressure  in 
chamber  F,  thus  allowing  the  supply- valve  piston 
spring  58  to  force  piston  54,  and  with  it  the  slide- 


64  LOCOMOTIVE  APPLIANCES. 

valve  supply  valve  55  to  the  left,  closing  port  b,  as 
shown  in  Fig.  2. 

Now  it  is  in  order  to  explain  how  chamber  E  may 
or  may  not  be  in  connection  with  the  train-line. 

By  referring  to  Fig.  1,  it  will  be  seen  that  regulating 
valve  59,  when  open,  connects  passage  c  c  leading 
from  chamber  E  (consult  both  Figs.  1  and  2  to  see 
the  connection)  with  diaphragm  chamber  G,  which 
in  turn  is  connected  by  invisible  passages  ii  (dotted 
lines,  Fig.  1)  with  the  train  line  at  port  i  at  the  top. 
Regulating  valve  59  is  normally  held  open  by  dia- 
phragm 57,  which  is  acted  upon  by  regulating 
spring  67,  whose  tension  of  seventy  pounds  is 
adjusted  by  regulating  nut  65. 

When  the  handle  of  the  engineer's  brake  valve  is 
placed  in  "running  position,"  main-reservoir  air  is 
admitted  to  chamber  F,  forces  supply-valve  piston 
54  forward,  carrying  supply  valve  55  with  it, 
uncovers  port  b,  and  gains  entrance  directly  into 
the  train  line  through  passage  ii.  The  resultant 
increase  in  train-line  pressure  likewise  increases  the 
pressure  in  chamber  G  under  diaphragm  57  until 
it  overcomes  the  tension  of  regulating  spring  67, 
previously  adjusted  to  yield  at  seventy  pounds  or 
some  other  desired  pressure.  The  consequent  move- 
ment of  diaphragm  57  allows  regulating  valve  59 
to  be  seated  by  its  spring,  closing  port  a  and  cutting 
off  all  communication  between  chamber  E  and  the 
train-line.  The  main-reservoir  pressure  in  chamber 
F  then  equalizes  with  the  pressure  in  chamber  E, 
by  leakage  past  supply-valve  piston  54,  and  supply- 
valve  piston  spring  58,  previously  compressed  by  the 
comparatively  higher  pressure  in  chamber  F,  now 


LOCOMOTIVE  APPLIANCES.  65 

reacts  and  forces  supply  valve  55  to  its  normal  posi- 
tion, closes  port  b,  and  cuts  off  the  communication 
between  the  main  reservoir  and  the  train-line.  The 
reduction  of  train-line  pressure  below  seventy  pounds, 
or  other  set  limit,  reduces  the  pressure  in  chamber 
A,  thereby  permiting  regulating  spring  67  to  react 
to  the  left  and  forcing  regulating  valve  59  from  its 
seat,  thus  allowing  the  accumulated  pressure  in 
chamber  E  to  exhaust  into  the  train  line  through 
ports  cc  and  ii  (dotted),  as  previously  described. 

The  main-reservoir  pressure  in  chamber  F  now 
readily  overcomes  that  now  in  chamber  E,  and 
hence  forces  piston  54  and  with  it  the  supply  valve 
55  to  the  right,  and  recharges  the  train-line  through 
port  b,  as  before  described. 

With  this  form  of  valve  it  is  readily  seen  that  the 
train-line  is  charged  more  quickly  than  with  any  of 
the  former  designs,  because  it  maintains  a  wide  open 
port  until  the  full  train-line  pressure  has  been  reached. 

HIGH-PRESSURE  CONTROLLING  APPARATUS. 

The  high-pressure  controlling  apparatus  was  orig- 
inally designed  for  the  high-speed  braked  trains,*  but 
has  become  adopted  and  quite  useful  in  service  on 
mountain  grades,  for  which  its  utility  will  be  easily 
recognized.  It  should  be  noted  that  the  new  slide 
valve  feed-valve  attachment,  fully  illustrated  and 
described  elsewhere  in  this  volume,  is  now  a  standard 
part  of  this  high-pressure  controlling  apparatus. 

*  For  further  details  of  the  High-Speed  Brake  apparatus  the 
reader  is  referred  to  "The  Science  of  Railways,"  where,  in  the 
General  Index,  he  will  find  several  references  to  descriptions  and 
illustrations  of  the  special  mechanism  connected  therewith 
5 


66 


LOCOMOTIVE  APPLIANCES. 


Adjusted 


Adjusted  for  90  Ibs.- 

?^  Cut-out  Cock 


In  high-speed  brake  service  the.  same  locomotive 
does  not  always  haul  the  same  train,  and  hence  such 
locomotives  must  be  so 
equipped  that  they  may 
be  ready  in  a  moment's 
time  to  work  in  either 
high-speed  or 
ordinary  ser- 


vice  pressures. 
While     this 
would  ordinar- 
ily   require    a 
change  in  the 
adjustment    of 
the  pump 
governor 
and  feed 


FIG.  8. 
High-Pressure  Controlling  Apparatus. 

valve  attachment  in  changing  from 
one  service  to  the  other,  yet  the 
controlling  apparatus  here  shown  makes  it  possible  to 
throw  the  low-pressure  governor  and  the  low-pressure 
feed-valve  attachment  out  and  the  similar  high- 
pressure  parts  in  by  the  mere  turning  of  two  valves. 


LOCOMOTIVE  APPLIANCES.  67 

As  will  be  seen  by  the  cut,  the  duplex  governor 
consists  of  a  single  body  and  two  tops  or  heads,  one  of 
which  is  adjusted  at  90  and  the  other  at  110  pounds 
pressure.  Each  governor  head  is  connected  to  the 
main  reservoir  pressure,  which  it  is  their  duty  to 
control.  The  reversing  cock  is  placed  in  some  con- 
venient and  secure  place,  generally  under  the  running 
board  on  the  engineer's  side  of  the  locomotive.  This 
cock  has  two  feed-valve  attachments,  one  set  at  70  and 
the  other  at  90  pounds  train  line  pressure,  and  either 
of  these  may  be  thrown  into  use  and  the  other  cut  out 
by  merely  turning  the  handle  of  this  reversing  cock. 
It  should  also  be  noted  that  there  is  a  small  %-inch 
cut-out  cock  in  the  air  pipe  leading  to  the  low-pressure 
(90  pounds)  governor.  Thus,  by  turning  the  revers- 
ing cock  handle  to  the  left,  the  70-pound  feed-valve  is 
thrown  into  operation,  and  by  opening  the  %-inch 
governor  cut-out  cock,  the  90-pound  governor  is  oper- 
ative, thereby  giving  the  low-pressure  system.  If  it 
be  desired  to  change  to  the  high-pressure  system, 
reverse  the  position  of  both  cocks,  that  is,  turn  the, 
reversing  cock  handle  to  the  right,  thereby  cutting  out 
the  low-pressure  feed-valve  and  throwing  the  high- 
pressure  feed-valve  into  use;  close  the  %-inch  gov- 
ernor cock,  thereby  cutting  out  the  low-pressure 
governor  and  allowing  the  air  pump  to  compress  air 
into  the  main  reservoir  until  the  high-pressure  gov- 
ernor acts. 

When  the  above  described  apparatus  is  used  in 
connection  with  the  high-speed  brake,  it  is  customary 
to  set  the  high-pressure  feed-valve  at  110  pounds  and 
the  high-pressure  governor  at  120  pounds  pressure. 


BRAKE  SHOES. 

The  subject  of  shoes  is  ordinarily  considered  a 
prosaic  one;  but  as  foot  wear  for  mankind  must  be 
adapted  to  the  various  requirements  to  be  met  with, 
so  must  the  brake  shoe  "fit"  the  service  required.  The 
man  with  sharp  nailed  logging  boots  would  be  no 
more  handicapped  in  wearing  them  in  the  ball-room 
than  would  be  the  dancer  with  his  patent  leather 
"pumps"  in  a  log-rolling  contest. 

The  same  air  pressure  applied  to  the  various  wheels 
of  a  locomotive  or  train  where  brake  shoes  of  different 
hardness  are  used  will  produce  a  widely  different  fric- 
tion as  well  as  tire-dressing  effect  on  the  various 
wheels.  Before  the  maximum  braking  power  could 
be  obtained  from  the  friction  of  the  hard  cast  iron 
shoes,  the  wheels  having  softer  shoes  applied  would 
be  sliding.  Sliding  wheels  not  only  cause  damage  to 
themselves  but  while  sliding  reduce  the  retarding 
effect  for  which  the  brake  exists.  Hence  the  only 
way  to  obtain  the  fullest  degree  of  brake  efficiency  is 
to  have  a  uniform  hardness  of  brake  shoe  on  each 
wheel. 

Brake  shoes  are  made  for  three  kinds  of  service, 
namely: 

(1)  Steel-tired  driving  wheels,  (2)  chilled  cast  iron 
and  (3)  steel-tired  car,  engine  truck,  and  tender 
wheels.* 

*  For  further  information  on  brake  shoes  and  the  various  degrees 
of  cast  iron  best  adapted  thereto,  the  reader  is  referred  to  "The 
Science  of  Railways,"  General  Index,  Vol.  XII. 

(68) 


LOCOMOTIVE  APPLIANCES. 


69 


The  brake  shoe  for  locomotive  driving  wheels  must 
be  one  that  not  only  will  produce  the  necessary  friction 
for  braking  purposes  but  also  dress  off  that  portion  of 
the  tire  which  is  not  worn  down  by  contact  with  the 
rail.  Small-wheeled  freight  and  suburban  passenger 
engines  necessarily  require  a  brake  shoe  that  will 
cause  greater  tire  dressing  than  that  ,  \ 
necessary  for  the  large  driving  wheels 
of  express  locomotives. 

It  has  been  said  with 
reason   that  work  on 
driver  and    tender 
brakes  that  will  enable 
them  to  wear  out  brake 
shoes  is  more  to  be  de- 
sired than  quick-acting 
triple  valves,  and  it  is 
safe  to  assume  that  the 
brake  which    does  not  wear 
out    shoes    in    a  reasonable 
time  is  doing  but  little  work; 
before  all  other  considerations 
the  brake  should  have  proper 
holding  power. 

The  primary  point  in  the  consideration  of  a  brake 
shoe  is  friction,  and  next  to  this  the  effect  of  the  shoe 
upon  the  tire.  The  experience  of  railroad  men  in 
general  and  the  results  of  various  tests  show  that 
steel  acts  more  effectively  on  the  tire  than  chilled  or 
unchilled  cast  iron,  and  for  this  reason  shoes  of  steel, 
or  steel  and  iron,  for  locomotive  service,  are  the  most 
efficient  and  popular. 

The  last  point  to  be  considered  in  the  brake  shoe  and 


FIG. 1. 

Brake  Shoe  and  Its  Applica- 
tion to  the  Driver. 


70  LOCOMOTIVE  APPLIANCES. 

one  which  is  of  the  least  importance  in  comparison 
with  the  other  two  (although  oftentimes  overlooked  by 
the  purchasing  agent  an  his  zeal  for  cheapness),  is  the 
life  of  the  shoe,  or  its  durability. 

The  brake  shoe  which  lasts  the  longest  is  liable  to 
be  the  one  which  does  the  least  work.  It  can  be  shown 
that  by  reducing  the  brake  pressure,  the  same  result  is 
accomplished  as  would  occur  from  making  the  shoe 
very  hard. 

The  shoes  for  locomotive  service  are: 

First,  the  driving  brake  shoes,  which  are  required 
not  only  to  hold  the  wheel  but  also  to  cut  down  the 
tire  where  it  is  not  acted  upon  by  the  rail. 

Second,  the  leading  truck  and  tender  shoes,  which 
while  giving  good  frictional  effect  should  not  act  so 
severely  upon  the  tires,  because  of  the  reduced  action 
of  the  rail  in  wearing  into  the  tires.  However,  the 
shoes  for  the  leading  truck  should  cover  not  only  the 
outer  tread  but  the  flange  also  of  the  wheel  in  order  to 
reduce  to  a  minimum  the  tendency  to  sharp  flanges. 
The  tender  shoes.,  if  used  on  steel  tires,  should  prefer- 
ably be  made  of  the  same  design,  although  the  tend- 
ency toward  wearing  the  wheel  flanges  sharp  is  not  so 
great  as  in  the  case  of  the  engine  truck.  The  shoes  in 
each  case  should  have  good  frictional  effect  consistent 
with  the  proper  action  on  the  tires. 

THE  SARGENT  BRAKE  SHOES. 

The  Sargent  brake  shoes,  made  under  license  from 
the  American  Brake  Shoe  Company,  are  described  as 
follows: 

Locomotive   Driving    Drake   Shoes.  —  First,  the 


LOCOMOTIVE  APPLIANCES. 


71 


FIG.  2. 
Skeleton  Steel  Brake  Shoe. 


skeleton  steel  brake  shoe,  Fig.  2,  is  a  casting  of 
mild  steel,  the  metal  of  which  is 
so  disposed  as  to  cover  as  much 
as  possible  those  parts  of  the 
wheel  tread  which  are  not  acted 
upon  by  the  rail.  Steel  is  the 
most  effective  metal  for  wearing 
down  the  tire  and  in  the  skeleton 
steel  brake  shoe  the  right  metal 
is  properly  designed  for  the  service  required.  The 
material  possesses  high  frictional  power  and  a  strong 
wearing  action  on  the  tire,  and,  as  distributed  in  the 
skeleton  design,  cuts  away  the  outer  tread  and  top  of 
flange,  thus  tending  to  maintain  the  original  tire  out- 
lined. Shopping  engines  for  tire  turning  is  largely 
prevented  or  delayed  by  the  use  of  the  steel  shoe,  and 
the  expense  of  locomotive  maintenance  considerably 
reduced.  The  skeleton  steel  brake  shoe  is  strongly 
recommended  for  freight,  switching  and  suburban 
service,  and  where  tires  are  rapidly  worn  into  by  the 
action  on  the  rail. 

The  Skeleton  Steel  Insert  Shoe,  Fig.  3,  is  recom- 
mended for  general  locomotive  service.    It  is  not  so 
severe  a  tire  dresser  as  the  all- 
steel  shoe,  but  is  more  generally 
used.     It  consists  of  a  body  of 
cast  iron  having  inserts  of  a  spe- 
cial crucible  steel  disposed  along 
the  face  of  the  shoe  where  it  con- 
.  3.  tacts  with  the  tire  outside  of  the 

skeleton  steei  insert  shoe,  limits  of  rail  wear.  These  inserts 
remain  constant,  being  unchanged  by  the  heat  of 
friction,  presenting  hard  and  uniform  cutting  edges 


72  LOCOMOTIVE  APPLIANCES. 

which  are  exposed  by  the  grinding  away  of  the  cast 
iron  between  them,  and  act  like  milling  tool  cutters  in 
dressing  down  the  tire.  The  skeleton  design  removes 
much  of  the  shoe  metal  from  against  the  throat  of  the 
wheel  flange  and  over  the  line  of  rail  wear;  the  broad 
surfaces  of  soft  cast  iron  at  each  end  of  the  shoe  and 
the  large  area  surrounding  the  inserts  afford  ample 
holding  power,  while  the  inserts  by  their  hardness 
insure  durability  and  cutting  action  on  the  tire. 

The  skeleton  steel  insert  shoe  is  designed  for  all 
classes  of  locomotive  service  and  its  use  insures 
increased  engine  mileage  between  tire  turnings  and 
increased  brake  efficiency. 

The  Improved  Combination  Brake  Shoe,  Fig.  4,  is 
designed  for  those  who  desire  great  durability  com- 
bined with  wearing  action  on  the 
tire.  It  consists  of  a  body  of  cast 
iron  having  high  chilling  proper- 
ties; diagonal  grooves  along  the 
outer  tread,  and  depressions  in  the 
flange-bearing  portions  made  by 
metal  chill  blocks,  provide  sharp 
edges  for  cutting  down  the  tire; 
f *?•  \ .  across  the  face  of  the  shoe  and  over 

Improved  Combination 

Driving  Brake  shoe.  the  limits  of  the  rail  wear  upon  the 
tire,  are  alternate  areas  of  chilled  and  soft  metal,  the 
former  to  reduce  to  a  minimum  the  abrading  action  of 
this  portion  of  the  shoe  face  upon  the  tire,  and  the 
latter  to  provide  f rictional  effect.  The  combination  of 
cutting  edges  and  hard  and  soft  surfaces  of  contact 
being  such  as  to  provide  an  equality  of  brake  shoe 
action  upon  the  tire,  so  as  to  prevent  uneven  wear. 
This  brake  shoe  is  in  extensive  use  and  proves  a  most 
durable  and  economical  shoe. 


LOCOMOTIVE  APPLIANCES.  73 

Engine  Truck  and  Tender  Brake  Shoes.- -The 
Skeleton  Diamond  "S"  Brake  Shoe  consists  of  a  body 
of  soft  cast  iron  surrounding  and  permeating  a  bundle 
of  expanded  sheet  steel,  as  shown  by  Fig.  5.  The 
shoe  is  especially  designed  to  give  a 
mild  uniform  dressing  action  upon 
the  outer  tread  and  the  top  of  the 
flange  in  order  to  keep  up  with  the 
wear  of  the  rail  into  the  tire  and  to 
perpetuate  as  long  as  possible  the 
original  shape  of  the  wheel  tread. 
The  combined  structure  of  steel  and 
cast  iron  makes  a  very  strong  shoe  SkeletonF^ond  ..s,, 
with  a  composite  face  in  which  Brake  shoe- 
strands  of  mild  steel  bind  the  cast  iron  in  all  directions. 
The  toughness  of  the  steel  retards  the  rapid  grinding 
away  of  the  cast  iron  without  materially  reducing  the 
f rictional  effect,  with  the  result  of  increasing  the  life  of 
the  shoe  over  that  of  plain  cast  iron  without  sacrifice  of 
holding  power. 

The  use  of  this  brake  shoe  on  truck  and  tender 
wheels,  as  well  as  the  steel-tired  coach  wheels,  means 
greater  mileage  from  the  tires,  increased  efficiency  in 
brake  action,  together  with  a  reduction  in 
the  total  cost  of  operation. 

The  Unflanged  Diamond  "S"  Brake  Shoe 
is  a  reinforced  cast  iron  shoe,  as  shown  by 
Fig.  6.  It  is  simply  a  block  of  soft,  strong 
iron  castabout  abundle  of  strips  of  expanded 
sheet  steel.  The  combination  forming  a 
solid,  homogeneous  mass  in  which  the  steel 
ig  not  fused  by  the  iron,  but  retains  its 
Brake  shoe,  toughness  and  strength,  and  on  account  of 


74  LOCOMOTIVE  APPLIANCES. 

the  bonded  structure  of  the  shoe,  holds  it  together  so 
that  it  can  be  worn  down  much  thinner  than  the  plain 
cast  iron  shoe  without  danger  of  fracture.  The 
durability  and  strength  of  the  Diamond  "S"  shoe 
insure  a  reduction  in  cost  with  an  improvement  in 
the  brake  efficiency. 

The  "U"  Brake  Shoe,  as  shown  by  Fig.  7,  is 
designed  to  provide  a  shoe  with  the  maximum  dura- 
bility with  a  constant  and  uniform 
action  throughout  its  entire  life, 
without  injurious  effect  on  the 
wheel;  and  to  secure  this  extra 
endurance  at  as  little  expense  of 
holding  power  as  possible. 

The  idea  is  to  take  a  soft  cast  iron 
shoe  and  add  metal  to  the  ends 
beyond  the  limits  of  the  ordinary 
"FIG.  7.  M.  C.  B.  shoe,  hardening  these  ends 

The "  from  the  back  in  such  a  manner 

that  the  chilled  or  unchilled  portion  merges  into  the 
softer  iron  before  reaching  the  surface  of  the  shoe 
exposed  to  wear  against  the  wheel  at  the  beginning  of 
service.  So  that  at  the  start  the  whole  area  of  contact 
of  the  "U"  Shoe  is  of  soft,  unchilled  iron  equal  to  the 
face  of  the  Standard  M.  C.  B.  Shoe.  As  the  shoe 
wears  down  the  hardened  _ends  come  into  play  to 
increase  its  life  and  these  hardened  ends,  while  delay- 
ing the  rapid  wear  of  the  soft  cast  iron,  increase  the 
bearing  surface  of  the  shoe  upon  the  wheel,  making 
up  somewhat  for  the  decrease  in  f rictional  effect. 

The  location  of  the  hardened  ends  of  the  "U"  Shoe 
are  outside  the  limits  of  the  M.  C.  B.  brake  head  and 
in  no  way  diminish  the  strength  of  the  shoe.  The 


LOCOMOTIVE  APPLIANCES. 


75 


ordinary  type  of  chilled  brake  shoe  is  very  liable  to 
break  in  service  on  account  of  the  strained  condition 
of  the  metal,  due  to  the  chilled  sections  or  inserts. 
This  strained  condition  is  entirely  removed  in  the 
construction  of  the  "U"  Shoe;  which  is  used  on  tender, 
coach  and  car  wheels  where  great  durability  is 
desired. 

THE  LAPPIN  BRAKE  SHOES. 

The  recent  development  in  the  line  of  improvement 
in  brake  shoes  has  been,  not  so  much  in  the  creating 
of  new  forms  or  types,  as  in  the  modification  of  exist- 
ing types  to  insure  the  practical  wearing  out  of  all  or 
nearly  all  of  the  metal  in  the  shoe, 
and  thereby  eliminating  the  brake 
shoe  scrap  that  has  in  the  past 
contributed  so  large  a  proportion  to 
the  waste  of  metal  that  makes  up  the 
scrap  heap  in  railroad  yards. 

The  first  marked  advance  made 
in  this  direction  was  with  the  steel 
or  malleable  metal  back  shoe  pat- 
ented by  H.  B.  Robischung  in  1893, 
and  since  acquired  by  the  Lappin 
Brake  Shoe  Company.  In  addition 
to  this  malleable  metal  back  this 
shoe  is  now  being  furnished  with 
malleable  hooks  and  lugs  on  types 
of  shoes  where  they  form  part  of  the 
device  for  attaching  the  shoe  to  the 
brake  head. 

Fig.  8  illustrates  a  driver  brake 
shoe  having  malleable  or  steel  back 


PIG.  8. 

Lappin  Driver  Brake 

Shoe,  with  Malleable 

Back  and  Lugs. 


76 


LOCOMOTIVE  APPLIANCES. 


and  lugs,  as  described.  With  this  construction,  the 
shoe  can  be  worn  down  with  perfect  safety  to  this 
back  which  is  about  one-fourth  of  an  inch  thick, 
thereby  reducing  the  scrap  loss  by  more  than  fifty 
per  cent.,  and  the  hooks  or  lugs,  being  of  malleable 
metal,  cannot  break,  as  sometimes  happens  when 
they  are  of  common  cast  iron  or  of  the  same  material 


as  the  body  of  shoe. 
Fig.   9  gives  two  views 


FIG.  9. 
Lappin  Car  or  Tender  Brake  Shoe. 

back  that  if  the  shoe  from  any  cause 
should  crack  or  break,  in  several  pieces, 
it  can  still  be  worn  out  with  entire  safety. 
Fig.  10  shows  a  malleable  metal  or 
steel  back  extending  over  the  lug  on 
back  of  shoe,  and  through  which 
passes  the  key  that  secures  the  shoe 
to  brakehead.  This  lug,  when  formed 
of  the  cast  metal  integral  with  the  body 
of  the  shoe,  is  liable  to  break,  in  which 
case  the  shoe  is  at  once  detached  from 
brake  head  and  falls  off;  but  with  the 
malleable  metal  back  extending  over 


of  the  now  standard 
Lappin  car  shoe  of  the 
M.  C.  B.  type  with  steel 
back,  one  showing  the 
back  of  an  unbroken 
shoe  and  the  other  a 
face  view  of  shoebroken 
in  pieces  to  show  the 
grip  of  the  metal  in 
body  of  shoe  on  the 
metal  back.  The  pieces 
are  held  so  firmly  to  the 


FIG.  10. 

Lappin  Brake 

Shoe. 


LOCOMOTIVE  APPLIANCES.  77 

and  forming  the  lug,  it  is  impossible  for  the  shoe  to 
break  at  this  point  and  fall  off. 

Fig.  1 1  shows  the  back  and  face  view  of  the  inter- 
locking shoe,  the  latest  development  in  brake  shoe 
improvements,  which  it  is  claimed  will  entirely 
eliminate  the  brake  shoe  from  the  scrap  heap, 
as  this  shoe  wears  entirely  out  in  the  service, 
leaving  no  scrap  that  can  be  found.  It  can  be 
furnished  in  the  ordinary  soft  iron  brake  shoe 
mixture,  to  roads  that  so  prefer  it,  or  it  can  be  fur- 
nished with  inserts  in  the  face  for  use  on  chilled 
wheels,  or  it  can  be  chilled  in  sections  in  conformity 
with  the  Lappin  standards 
for  use  on  either  chilled  or 
steel  tired  wheels,  the  inserts 
of  the  chills  very  greatly 
increasing  the  life  or  wearing 
qualities  of  the  shoe. 

When  first  applying  this 
type  of  shoe,  what  is 
known  as  the  plain-faced  Intcrlockfng  Brake  shoe, 
type  without  any  inter- 
locking recesses  cored  in  the  face  is  used,  and 
when  this  shoe  has  worn  down  to  about  five- 
eighths  of  an  inch  in  thickness,  or  to  the  point  at 
which  ordinary  cast  iron  shoes  are  scrapped,  it  is 
removed,  and  by  the  interlocking  device  on  its  back 
it  is  secured  to  the  face  of  a  new  pocket-faced  shoe, 
and  the  whole  is  then  again  reapplied  to  the  brake 
head  with  the  new  pocket  faced  shoe  next  to  the  brake 
head,  and  the  remaining  unworn  part  next  to  the 
wheel,  as  shown  in  Fig.  12. 


78 


LOCOMOTIVE  APPLIANCES. 


This  shoe  is  cast 
in  two  parts,  each 
about  seven  inches 
in  length,  and  these 
short  segments  at 
once  adjust  them- 
selves equally  well 
to  wheels  from 
thirty-threeto  thirty- 
six  inches  in  diam- 
eter, and  thus  ob- 
viate the  necessity 
of  carrying  a  stock 
of  shoes  for  these 
different  sizes  of 
wheels.  The  .  re- 
maining unworn 
part  of  the  old  shoe, 
when  again  attached 
to  the  face  of  a  new 
shoe,  always  pre- 
FlG.  12.  sents  a  surface  ex- 

The  Interlocking,  Divided,  Brake  Shoe.          actly    Conforming 

with  the  radius  of  the  wheel  against  which  it  had 
been  previously  applied. 


THE  CORNING  BRAKE  SHOE. 

As  the  result  of  an  extended  study  of  the  require- 
ments of  a  brake  shoe  suitable  for  both  steel-tired 
and  chilled  wheels,  the  Corning  Brake  Shoe  Company 
presents  another  type  of  brake  shoe.  The  materials 
used  in  its  construction,  soft  cast  iron  and  chilled  iron, 


LOCOMOTIVE  APPLIANCES. 


79 


were  selected  as  being  the  only  common  metals  which 
do  not  injure  steel  tires.  No  steel  or  wrought  iron  is 
used  in  Corning  brake  shoes. 

Reference  to  the  accompanying  engravings  will 
show  the  Corning  brake  shoe  for  locomotive  driving 
wheels  and  the  plain  shoes  for  cars  and  tender 
wheels.  These  are  all  similar  in  having  the  main 
body  of  the  shoe  of  tough,  hard  iron  cast  about  a 


^4M  «r 


FIG.  13. 

Corning  Soft 

Gray  Iron 

Insert. 


FIG.  14. 

Corning  Driver, 
Brake  Shoe. 


FIG.  15. 
Corning  Plain 
Brake  Shoe. 


soft  gray  iron  core,  shown  in  Fig.  13;  the  body  of 
the  shoe  has  a  chilled  face.  The  sides  of  the  soft 
iron  inset  are  so  tapered  from  the  back  to  the  face 
of  the  shoe  that,  after  the  body  is  cast  about  it,  a 
section  through  the  shoe  shows  a  dove-tail  joint. 
The  advantage  gained  by  this  combination  is  that 
the  long  life  of  the  chilled  iron  is  obtained,  while  at 
the  same  time  the  soft  iron  gives  to  the  shoe  fric- 
tional  qualities  equal  to  those  of  the  ordinary  cast 


80  LOCOMOTIVE  APPLIANCES. 

iron  so  commonly  used  in  service.  The  wearing 
qualities  of  this  combination  of  materials  have  re- 
peatedly been  shown  by  service  tests  made  on  many 
railroads,  while  recent  laboratory  tests  have  estab- 
lished the  claims  made  for  the  frictional  qualities  of 
these  shoes.  It  is  claimed  that  one  of  these  shoes 
such  as  shown  in  Fig.  15,  will  outwear  six  plain 
cast  iron  shoes  of  ordinary  hardness. 


FLEXIBLE  METALLIC  JOINTS. 

It  has  long  been  customary  to  convey  steam  and 
air  by  rubber  hose  when  flexibility  of  construction  has 
been  required.  In  regard  thereto  it  should  also  be 
stated  that  such  hose  has  been  perfected  in  quality 
to  a  very  great  extent.  However,  the  combined 
effects  of  the  pressure  within  and  the  weather  without 
ultimately  require  its  renewal,  and  the  length  of  time 
during  which  it  may  safely  be  used  is  very  indeter- 
minate. 

With  the  advent  of  the  air  brake  on  all  classes  of 
trains,  and  steam  heating  on  passenger  trains,  came 
a  demand  for  some  flexible  metallic  joint  or  coupling 
to  be  used  between  the  vehicles. 

While  the  air  brake  train-pipe  has  normally  a 
greater  pressure  than  the  train  steam  heating  pipe, 
the  latter  is  not  only  larger  but  is  frequently  subject 
to  undue  pressures,  sometimes  approaching  the  full 
boiler  pressure  carried  on  the  locomotive;  this  might 
be  caused  from  improperly  closing  valves  near  the 
head  end  of  the  train,  or  more  usually  from  defective 
pressure  regulators  on  the  locomotive.  Then,  too, 
more  danger  and  delay  are  attendant  upon  the  burst- 
ing of  a  steam  hose  than  that  of  an  air  hose. 

Considerable  difficulty  has  been  experienced  in 
designing  a  satisfactory  flexible  coupling  for  all  pur- 
poses, that  should  of  necessity  be  easy  of  coupling 
and  uncoupling.  Inasmuch  as  the  locomotive  and 
tender  require  to  be  less  frequently  disconnected  than 

6  (81) 


82 


LOCOMOTIVE  APPLIANCES. 


other  parts  of  the  train,  it  is  but  natural  that  a  satis- 
factory metallic  connection  between  these  should  have 
first  been  put  into  extensive  practice. 


Although  a  large  number  of  such  devices  have  been 
used  locally  on  various  rail  ways, 'it  will  be  the  inten- 


LOCOMOTIVE  APPLIANCES.  83 

tion  to  here  describe  only  those  which  have  been  used 
extensively  in  all  parts  of  the  country. 

THE  MORAN  FLEXIBLE  JOINT. 

Fig.  1  clearly  illustrates  the  application  of  this 
joint  for  steam  heating  connection  between  engine 
and  tender.  It  will  be  noticed  that,  to  give  the  best 
results,  all  three  joints  should  stand  square  with  the 
piping  when  the  engine  is  on  a  straight  track. 

By  reference  to  Fig.  2,  which  shows  .a  sectional 
view  of  one  of  the  three  joints,  the  arrangement  of  the 
automatic  relief  trap  may  be  clearly  seen.  It  consists 
of  a  small  steel  ball  held  off  from  its  seat  by  a  spring 
whose  tension  is  only  sufficient  to  withstand  about  15 
pounds  per  square  inch.  Hence  as  soon  as  the  pres- 
sure exceeds  this  amount  the  ball  seats  and  prevents 
all  escape  of  steam  or  water.  However,  when  the 
steam  is  shut  off  and  the  pressure  drops  below  15 
pounds,  the  automatic  drip  is  opened  and  all  con- 
densation escapes.  This  automatic  action  of  the 
traps  will  thus  effectually  prevent 
all  freezing  and  bursting  of  pipes 
under  engine  and  tender  provid- 
ing the  piping  is  properly  done,  that 
is,  sloped  from  each  way  toward 
these  joints  in  order  that  they  may 
be  at  the  lowest  point  and  conse- 
quently drain  off  all  water  of  con-  gection J lQTiew  Moran 
densation. 

These  joints  require  no  care  and  attention  as  long 
as  they  have  steam  for  lubrication,  but  in  warm 
weather  when  not  in  use  and  sand  and  grit  works 
into  the  joints,  it  is  most  advisable  to  either  constantly 


84 


LOCOMOTIVE  APPLIANCES. 


keep  a  slight  pressure  of  steam  on  them  by  closing  the 
cock  at  the  back  of  the  tank  or  else  to  remove  the 
joint  from  the  locomotive  until  cold  weather. 

The  former  practice  is  that  advised  by  the  manu- 
facturer. 

Fig.  3  shows  this  same  metallic  coupling  as  made 
for  connecting  steam  piping  between  cars  or  between 


FIG.  3. 
Metallic  Coupling  for  Steam  Piping. 


the  rear  of  the  tender  and  the  train.  Should  the 
train  break  in  two,  the  chains  automatically  dis- 
engage the  steam  coupling  without  damage  thereto. 


MCLAUGHLIN'S 
FLEXIBLE 
METALLIC 

CONDUIT. 

For  conveying 
steam  or  air  between 
locomotive  and  ten- 
der. 

The  joints  in  the 
pipe  are  made  by 
swiveling  elbows. 


rFree  to  turn 
FIG."  1.     Section  of  Swivel  Joint. 


LOCOMOTIVE  APPLIANCES. 


85 


A  nipple,  with  an  enlarged  end,  is  inserted  in  the  bore 
of  the  elbow,  and  is  free  to  turn  therein,  but  is  held  in 
place  by  a  cup  nut,  against  which  the  shoulder,  or 
enlargement  of  the  elbow,  bears.  A  ring  of  vulcan- 
ized rubber  is  inserted  between  these  surfaces  to  make 
a  tight  joint  and  to  provide  for  taking  up  wear. 


Tender  \ 
Wheel  \ 


^  V^OripCock 
'    on  Elbow 


•Joint 


Joint, 


Plan. 


Ro\1 


FIG.  2. 

Plan  and  Elevation  of  Steam  Heat  Conduit  as  applied  between 
Locomotive  and  Tender. 

While  adapted  to  and  used  for  a  large  number  of 
purposes  requiring  flexible  connections,  the  most 
severe  test  has  been  made  in  connecting  locomotives 
and  tenders  for  steam  heating.  In  this  exacting  serv- 
ice the  arrangement  has  given  excellent  satisfaction 
for  a  period  of  three  years.  It  wears  well  and  does  not 
leak.  The  construction  is  shown  in  the  engravings. 


86  LOCOMOTIVE  APPLIANCES. 

Any  couplings  used  by  any  railroad  can  be  used 
with  the  joint  the  same  as  if  it  were  hose. 

This  conduit  has  been  adopted  by  a  number  of  the 
large  railway  systems  of  the  country. 


CLIMAX  FLEXIBLE  METALLIC  JOINT. 

Fig.  1  shows  the  general  construction  and  arrange- 
ment with  a  pet  cock  at  the  lowest  point  of  the  coupling 
for  drainage  of  all  water  when  not  in  use.  There  is  a 
dcuble  or  universal  joint  at  each  side  and  a  single  or 
swivel  joint  in  the  center. 


FIG.  1. 
Climax  Flexible  Metallic  Joint. 


Fig.  2  shows  a  sectional  view  of  one  of  the  universal 
joints.  They  are  made  entirely  of  steam  metal,  and 
the  two  glands  (G-G)  are  each  surrounded  by  three 
Jenkins  discs  screwed  down  to  a  joint  by  the  nuts 
(E-E).  These  nuts  have  holes  in  their  faces  to  per- 


LOCOMOTIVE  APPLIANCES. 


87 


mil  their  removal  whenever  the  discs  require  renewal. 
To  do  this  the  caps  (C-C)  may  be  taken  off. 


A  and  B — Connec- 
tion to  Piping. 

C-C-C— Caps  fo:- 
removal  of 
Glands  and 
Packing. 


D— Jenkins'  Discs 
for  Packing. 

E-E— Nuts  to  hold 
Glands. 

G-G— Glands. 


A    E 


FIG.  2. 
Climax  Flexible  Metallic  Joint — Double  Joint. 

The  center  swivel  joint  shown  in  Fig.  1  has  a  single 
gland  and  set  of  packing  similar  to  those  shown  in 
Fig.  2. 


PRESSURE  GAUGES. 


The  first  devices  for  indicating  the  varying  changes 
of  pressure  were  extremely  crude,  although  the  ab- 
solute standard  is  and  always  has  been  the  weight 
of  mercury  (quicksilver)  expressed  in  pounds  pres- 
sure per  square  inch. 

One  of  the  first  pressure  gauges  used  was  a  simple 
"U"-shaped  glass  tube  partly  filled  with  mercury;  the 
pressure  admitted  to  one  side  lowering  the  level  in  that 
side  and  raising  it  in  the  other.  The  difference 
between  the  two  levels  determined  the  pressure— 
2 1-32  inches  (approximately)  being  equal  to  one  pound 
per  square  inch  at  a  temperature  of  60  degrees  Fahr. 

When  it  was  not  convenient 
to  graduate  directly  upon 
the  glass  tube,  recourse  was 
had  to  a  metal  tube  with  a 
float  and  independent  scale 
in  some  convenient  loca- 
tion. The  engraving  Fig. 
A  shows  such  a  U-shaped 
tube  with  float  transferring 
the  indications  to  a  scale 
by  means  of  a  cord  over 
pulleys. 

While  the  mercury  gauge  has  been  greatly  per- 
fected it  is,  as  before  stated,  still  the  standard  gauge 
to  this  day.  The  most  accurate'test  is  a  perpendicular 
iron  tube,  immersed  in  a  sealed  pot  of  mercury  at  its 

(68) 


Q 


FIG.  A. 
Mercury  Column  and  Gauge. 


LOCOMOTIVE  APPLIANCES. 


89 


base  and  running  high  in  the  air  (see  Fig.  1).    The 
pressure  from  the  test  pump  is  applied  to  the  surface  of 


FIG.  1. 
Electro-Mercurial  Gauge  Tester. 


the  mercury  and  causes  the  latter  to  rise  in  the  tube  to 
a  height  proportionate  to  the  pressure  applied.    At 


90 


LOCOMOTIVE  APPLIANCES. 


each  point  of  graduation  on  the  tube,  an  insulated 
platinum  wire  point  is  inserted  arid  connected  with  an 
electrical  register.  By  means  of  battery  connections 
to  the  mercury  and  to  each  platinum  point,  when  the 
two  come  in  contact  at  each  graduation,  the  electrical 
register  is  formed. 

Although  the  sealed  tube  was  allowed  on  higher 
pressures,  yet  as  late  as  1843  the  French  government 
required  the  open  tube  to  be  used  for  engines  under 
sixty  pounds  and  steamboats  under  thirty  pounds 
pressure  per  square  inch. 

On  account  of  its  defects  and  disadvantages  for 
ordinary  pressure  measurement,  the  tube  of  mercury 
gradually  gave  way  to  gauges  of  mechanical  con- 
struction, more  suitable  for  practical  use.  The 
designs  and  modifications  of  such  mechanical  gauges 
are  now  quite  numerous,  but  for  years  there  were  two 
principal  types,  viz.:  the  "Bourdon"  tube  and  the 
"diaphragm." 

The  single  spring  Bourdon  gauge  as  shown  in 
Fig.  2,  is  dependent  for  its  action  upon  the  fact  that 

pressure  admitted  to  a  bent 
tube  has  a  tendency  to 
straighten  it;  however,  it  was 
found  to  be  open  to  objection 
from  two  main  causes — (1) 
The  end  of  the  tube,  after 
passing  the  top  center, 
became  a  pocket  for  water  of 
condensation,  and  hence  be- 
came liable  to  damage  by 
frost.  (2)  As  the  tube  was 
long  and  sensitive  to  motion,  it  was  found  not 


FIG.  2. 
Single  Bourdon  Spring  Gauge. 


LOCOMOTIVE  APPLIANCES.  91 

accurate  on  a  locomotive  or  any  moving  machin- 
ery, as  the  jolt  and  jar  kept  the  pointer  in  such  a 
constant  vibration  as  to  prevent  a  correct  reading  of 
the  pressure  being  obtained. 

Each  improvement  upon  this  single  Bourdon  tube 
gauge  consisted  mainly  in  cutting  off  a  piece  of  the 
tube,  until  finally  the  tube  did  not  pass  the  top  center. 
The  vibration  and  pocket  features  were  thus  over- 
come, but  at  a  sacrifice  of  the  motion  of  the  spring. 
This  finally  resulted  in  the  introduction  of  the  double 


Fio.  3. 

Double  Bourdon  Spring  Gauge. 

Bourdon  tube  gauge,  which  is  shown  in  Fig.  3.  This 
was  found  to  be  more  satisfactory  and  free  from  the 
two  former  prime  objections  to  the  Bourdon  tube. 
The  principle  of  this  double  Bourdon  tube  is  the 
same  as  of  the  single  tube  style,  and  this  principle 
can  readily  be  understood  by  noticing  the  tendency 
of  a  coil  of  hose  to  straighten  out  when  pressure  is 
admitted  within  it. 

The  other  type  referred  to  is  the  diaphragm  gauge, 
invented  in  about  the  year  1849.     One  of  the  earlier 


92 


LOCOMOTIVE  APPLIANCES. 


PIG.  4. 

Early  Form  of  Diaphragm 
Gauge. 


forms  of  this  gauge  is  shown 
in  Fig.  4,  having  the  dia- 
phragm located  in  a  compart- 
ment below  the  gauge.  The 
objection  to  this  gauge,  as 
originally  designed,  was  in 
the  use  of  the  flat  diaphragm 
fastened  rigidly  at  the  circum- 
ference. It  was  impossible  to 
make  allowance  for  the  draw- 
ing in  toward  the  center  when 
pressure  was  applied.  The 
diaphragm  made  of  a  corru- 
gated plate  has  finally  been 
used  to  reduce  this  tendency. 
Fig.  5  clearly  illustrates  another  and  different  form 
of  diaphragm  gauge.  In  this  gauge  there  were 
several  corrugations  on  one  side 
and  none  on  the  other;-  the 
pointer  was  fastened  perpendic- 
ularly, as  shown,  at  the  center 
of  the  diaphragm.  Thus  the 
extra  movement  on  the  corru- 
gated side,  produced  by  the 
applied  pressure,  moved  the 
pointer  or  hand  of  this  gauge 
along  the  graduations. 

Siphons  and  Siphon  Cocks.— 
Wherever  a  pressure  gauge  is  to 
be  used  for  steam,  siphons  are 
indispensable.  ,  FlG;5- 

•*•  ..  in         Early  lorm  01  Diaphragm 

For  very  small  gauges  bulb  Gauge. 

siphons  or  "traps,"  three  styles  of  which  are  shown  in 


LOCOMOTIVE  APPLIANCES.  93 


FIG.  6. 
Bulb  Siphons'  or  Traps. 


94  LOCOMOTIVE  APPLIANCES. 

Fig.  6,  are  often  used,  but  for  larger  gauges  a  pipe 
siphon,  as  illustrated  in  Fig.  7,  is  used,  as  it  can  be 
made  of  such  size  as  necessary   to  hold 
sufficient  water. 

It  should  be  particularly  understood  by 
those  using  pressure  gauges  of  the  types 
hereinafter  shown  that  none  of  the  manu 
facturers  warrant  these  gauges  for  steam 
use  unless  a  siphon  is  attached  that  will 
supply  sufficient  water  to  fill  the  tubes 
an(^  sl)rin£s'  otherwise  they  become  heated 
siphon by  steam  and  cannot  be  depended  upon 

for  accurate  indications  of  pressure. 
The  principle  of  the  siphon  is  readily  understood  by 
reference  to  steam  heating  pipes  in  any  house,  or  in 
the  pits  of  a  roundhouse,  with  which  all  are  familiar. 
It  is  well  known  that  pipes  gradually  sloping  will 
permit  steam  to  pass  throughout  their  length,  but 
that  when  there  is  a  low  place  anywhere  the  water 
will  settle  at  that  point  and  remain  unless  there  is  an 
outlet  beyond  through  which  the  steam  pressure 
behind  can  force  the  water.  These  siphon  pipes  are 
used  to  form  such  traps  for  steam  gauges,  and  it 
should  be  borne  in  mind  that  any  leak,  no  matter  how 
slight,  between  the  siphon  and  gauge,  will  permit  the 
steam  to  force  the  water  out  and  itself  enter  the  gauge. 
All  gauges  used  on  a  locomotive,  whether  to  indi- 
cate steam  or  air  pressures,  should  be  placed  as  far 
from  the  boiler  as  possible,  and,  while  rigidly  secured 
to  prevent  vibration,  they  should  be  mounted  on 
brackets  insulated  as  well  as  may  be  from  the  heat 
radiating  from  the  boiler  or  by  conduction  through 
the  bracket.  To  minimize  this  conducted  heat, 


LOCOMOTIVE  APPLIANCES.  95 

gauges  should  preferably  be  fastened  to  wooden 
blocks,  and  the  latter  to  the  boiler,  gauge  bracket 
itself. 


CROSBY  LOCOMOTIVE  PRESSURE  GAUGE. 

This  gauge  has  the  double  Bourdon  tube  springs, 
as  shown  in  the  engraving,  Fig.  9.  The  tube  springs 
are  connected  at  each  end  with  their  respective  parts 
by  screw  threads  without  the  use  of  any  soldering 
material  whatever,  thus  insuring  tight  joints  under 
extreme  conditions  of  heat  and  pressure.  The  lever 


FIG.  9. 
Crosby  Locomotive  Pressure  Gauge. 


mechanism,  which  transmits  the  free  movements 
of  these  Bourdon  tube  springs  to  the  index,  has  been 
designed  with  great  care,  and  so  that  it  may  be 
easily  renewed  in  case  of  repairs. 

These  gauges  for  locomotive  use  are  graduated  to 
any  pressure  not  exceeding  five  hundred  pounds  per 
square  inch. 


96  LOCOMOTIVE  APPLIANCES. 

Fig.  10  shows  the  internal 
arrangement  of  a  single  Bour- 
don tube  spring  Crosby  gauge. 
This  gauge  is  designed  to 
meet  the  demand  for  a  cheaper 
gauge  than  the  more  accurate 
double  tube  form  before  illus- 
trated. 
Plo.  10.  The  thermostatic  water 

Crosby  Single  Tube  Gauge.          back         gaUgC        shoWll         with 

single  and  double  Bourdon  tube  springs  in  Figs.  11 
and  12,  is  particularly  adapted  for  use  on  high-pres- 
sure locomotives,  especially  compound  locomotives, 
which  frequently  carry  a  boiler  pressure  of  two  hun- 
dred pounds,  or  over. 

It  is  well  known  that  when  a  steam  gauge  in  use,  on 
account  of  its  location,  is  heated  to  a  temperature  of 
100°  Fahr.,  and  upwards,  that  there  is  an  expansion  of 
its  parts,  due  to  the  heat,  to  such  an  extent  that  it  will 
be  erroneous  in  measuring  the  pressure  which  it 
should  record.  In  such  cases  the  parts  which  mate- 
rially affect  the  correct  operation  of  the  gauge  are  the 
tube  springs.  It  occurs  thus:  The  tube  springs 
having  been  tested  and  adjusted  to  a  certain  move- 
ment under  pressure  in  the  ordinary  temperature  of 
the  factory,  or  where  it  takes  place,  will  when  the  same 
are  heated  in  use  to  a  high  temperature  lengthen  by 
expansion  to  such  an  extent  that,  when  they  are  sub- 
jected to  the  same  pressure,  their  free  ends  will  move 
through  a  larger  arc  than  when  they  were  tested. 
This  movement  multiplied  by  the  ordinary  mechan- 
ism of  a  steam  gauge  for  transmitting  it,  causes  this 
increased  pressure  to  appear  upon  the  dial.  In  such 


LOCOMOTIVE  APPLIANCES.  97 

a  heated  condition  of  the  tube  springs,  the  error  pro- 
duced is  sometimes  considerable,  being  several  per 
cent,  greater  than  the  true  pressure,  thus  deceiving 
the  user  of  steam  into  the  belief  that  he  is  getting  a 
less  result,  in  work,  from  the  indicated  pressure  than 
he  ought.  This  error  can  be  corrected  by  suitable 
mechanism  in  the  steam  gauge.  Such  an  one,  it  is 
claimed,  is  internally  shown  by  Figs.  11  and  12.  In 
the  ordinary  steam  gauge,  the  bar  which  transmits 
the  movement  of  the  free  ends  of  its  tube  springs  is 


Fie.  11.  FIG.  12. 

Single  Bourdon  Tube  Spring.  Double  Bourdon  Tube  Springs. 

Crosby  Thermostatic  Water-Back  Gauges. 

made  of  a  homogeneous  metal,  and  when  the  tube 
springs  are  affected  under  heat  as  above  stated,  it 
transmits  the  increased  movement  just  in  the  same 
way  that  it  would  transmit  the  intended  or  designed 
movement  when  the  tube  springs  are  cold.  Thus  the 
error  arises.  In  the  miproved  gauge  above  shown,  this 
bar  is  made  of  brass  and  steel  brazed  together,  forming 
a  thermal  bar,  so  that,  under  the  influence  of  high 
temperatures,  it  will  compensate  for  the  expansion  or 
lengthening  of  the  tube  springs  and  their  greater 
movement  thereby  under  pressure,  by  retarding 


98  LOCOMOTIVE  APPLIANCES, 

simultaneously  the  motion  of  the  index  which  records 
such  .movement  on  the  dial.  The  action  of  this,  ther- 
mal bar  is,  that  its  end  remote  from  that  where  it  is 
attached  to  the  tube  springs  will  droop,  or  deflect,  or 
move  oppositely  to  the  tube  springs  on  account  of  the 
action  of  the  temperature  upon  the  two  metals  com- 
posing it,  as  is  commonly  understood.  This  opposite 
movement  retards  the  index  proportionately  to  the 
lengthening  of  the  tube  springs,  as  they  are  both 
influenced  by  the  same  temperature,  and  thus  compels 
it  to  keep  back  to  the  notation  of  pressure  on  the  dial 
where  it  correctly  should  be. 

In  addition  to  this  thermal  bar,  this  gauge  has  a 
chamber,  so  constructed  that  when  filled  with  water 
or  other  liquid  it  not  only  supplies  the  Bourdon  tube 
springs,  connected  to  it  with  all  that  is  required ,  but 
serves  to  equalize  the  temperature  about  them.  This 
is  important.  For  unless  the  tube  springs  are  sub- 
jected to  a  heat  greater  than  212D  Fahr.,  they  do  not 
set  when  in  use;  and  as  it  is  impossible,  as  made, 
under  ordinary  conditions  of  use,  for  heat  to  be  trans- 
mitted by  conduction  to  such  an  extent,  they  are 
secure  from  this  danger. 

This  chamber  is  located  in  the  gau^e  case  so  that  it 
has  its  connection  to  it  and  wi+Ii  the  boiler  at  the 
bottom.  Attached  to  it  are  the  tube  springs,  the  index 
mechanism,  and  the  dial,  the  latter  upon  the  bosses; 
and  all  are  independent  of  the  case  and  are  free  from 
any  influence  of  it  under  hedt,  excepting  at  its  imme- 
diate point  of  attachment,  which  is  unimportant. 

The  chamber  of  this  gauge  is  filled  with  a  liquid 
which  is  not  seriously  affected  by  exposure  to  cold, 
nor  is  it  injurious  to  the  operation  of  the  gauge.  Upon 


LOCOMOTIVE  APPLIANCES  99 

the  removal  of  the  cork  which  is  inserted  in  the  inlet  of 
the  gauge  connection  to  prevent  leakage  during 
transportation,  it  may  be  attached  to  the  boiler  in  the 
usual  manner  without  a  siphon  or  other  device  for 
furnishing  water  to  it. 

Should  it  become  necessary  again  to  fill  the  cham- 
ber with  water  or  other  liquid,  remove  the  small  screw 
located  in  the  case  by  the  side  of  the  gauge  connection, 
to  provide  a  free  course  from  the  inlet  in  the  gauge 
connection,  around  through  the  chamber  and  tube 
springs  to  the  open  air.  Then,  holding  the  gauge  so 
that  the  inlet  will  be  uppermost,  pour  the  liquid  used 
into  it,  occasionally  shaking  and  turning  it  to  expel 
the  air  and  assist  the  flow  of  the  liquid  into  all  parts  of 
the  chamber  and  tube  springs.  When  they  have 
received  about  two  fluid  ounces  of  the  liquid,  and  it 
appears  at  the  aperture  of  the  screw  removed,  they 
will  then  be  filled.  Close  this  aperture  tightly  with 
the  screw  and  the  gauge  will  be  ready  for  use. 

THE  LANE  PRESSURE  GAUGE. 
This    gauge    is   shown   by    Fig.  13.      The  im- 
provement  in  this  gauge  consists  of  a  bent  lever 
provided    with    an    adjustable 
link  at  its  head,  to  which  one  of 
the  tube  springs  is  attached,  the 
other  tube  spring  being  directly 
connected  with  this  lever.      By 
this  plan  the  movements  of  the 
lever  and  rack,  relatively  to  the 
two  tube  springs,  can  be  more 
readily  and  perfectly  adjusted 
than  by  any  other  method  in  use  FIG.  13. 

in  this  style  of  gauge.  Lane  Pressure  Gauge- 


100 


LOCOMOTIVE  APPLIANCES. 


STAR    GAUGES. 

In  designing-  a  spring  tube  that  will  not  retain 
any  permanent  set  after  repeated 
bending  back  and  forth  with 
varying  pressure,  the  manufac- 
turers of  this  gauge  make  use  of 
a  corrugated  tube,  as  shown  in 
the  accompanying  engraving. 
These  makers  also  lay  special 
stress  upon  the  point  that  they 
have  for  many  years  manu- 
factured a  non-corrosive  move- 
ment in  their  gauges,  thus 
avoiding  the  injurious  results 
of  smoke  and  gases. 


FIG.  13-A. 
Star  Corrugated  Spring. 


STAR   NON-CORROSIVE  AND  NON-SETTING 
LOCOMOTIVE  STEAM  GAUGES. 

Two  styles  of  these  gauges  are  illustrated  by  Figs. 
14  and  15.  The  former  (the  standard)  known 
as  the  double  spring  Bourdon  type  and  Fig.  15 
shows  the  double 
spring  Lane  type. 

Each  style  of  gauge 
is  fitted  with  their  non- 
corrosive  movement 
and  corrugated  spring 
tubes. 

It  is  a  well  known  fact 
that  in  all  branches 
of  mechanical  engi- 
neering where  light- 

•       •    1-4  A  F"'    14' 

rigidity      and  Star  Double-Spring  Gauge— Bourdon  Style. 


LOCOMOTIVE  APPLIANCES. 


101 


FIG.  15. 
Star  Double-Spring  Gauge— Lane  Style. 


strength  are  required,  corrugation  is  adopted  where 

practicable,  in   order   to 

give  the  necessary  stiff- 

ness without  .  increasing 

the  weight.     Hence  it  is 

claimed  that  the  corru- 

gated spring  tube  is  su- 

perior to  the  plain  forms. 

These  gauges  are  fitted 

with  hair  springs  to  take 

up  all  lost  motion,  after 

the     approved     practice 

of  all  accurate  pressure 

gauges. 

THE   ASHCROFT   GAUGES. 
These  gauges  have  non-corrosive  movements  and 

are  constructed  of  Bourdon  springs  of  seamless  drawn 

tubing. 

Fig.  16  '  shows  the  interior 
mechanism  of  the  single  Bour- 
don spring  steam-gauge,  and 
Fig.  17  the  same  of  the  double 
Bourdon  spring  gauge  with  the 
addition  of 
the  Lane  im- 
i6.  provement 

Ashcroft  Single  Bourdon-        .  , 

Spring  steam  Gauge.  m  attach- 
ment of  springs  to  movement  as 
referred  to  hereinbefore. 

In  order  to  provide  a  gauge 
that  should  be  accurate,  durable 
and  exempt  trom  the  annoyance 

f  c  A  i         T->     '       i 

oi  permanent  set  01  the  Bourdon 


,  «,,„ 

FIG.  17. 

Ashcroft  Double  Bourdon- 

Spring  Steam  Gauge,  with 

Lane's  improvement. 


102 


LOCOMOTIVE  APPLIANCES. 


springs,  these  manufacturers  provide  a  locomotive 

steam  gauge  having  an  auxiliary  spring,  as  shown 
in  Fig.  18.  The  auxiliary  spring 
feature  consists  of  an  independ- 
ent co-operating  spiral  spring 
(^4)  applied  to  the  free  end  of  the 
single  Bourdon  tube,  which  dis- 
penses with  the  necessity  of  a 
second  tube,  and  reduces  the 
number  of  joints  subjected  to 
wear  and  friction  between  the 
tube  and  the  segment  of  the 

recording  movement  to  two.    The  Bourdon  tube,  it 

should  be  noticed,  is  short  enough  to  drain  itself  and 

thus  prevent  damage  by  freezing. 
Figs.  19  and  20  illustrate  the  Ashcroft  double  spring 

standard  locomotive  gauge,  the  internal  arrangement 

being  clearly  shown. 


FIG.  18. 

Ashcroft  Auxiliary  Spring 
Locomotive  Steam  Gauge. 


FIG   19.  FIG.  20. 

Ashcroft  Double-Spring  Standard  Locomotive  Gauge. 

THE   UTICA   GAUGE. 

In   construction,    this   gauge  differs  from  those 
previously  described  chiefly  in  its  spring,  which  is,  of 
course,  the  essential  part  of  any  gauge,  as  all  move 
ments  of  good  gauges  are  constructed  with  great  care. 

The  "capsular"  spring  is  the  style  of  spring  employed 


LOCOMOTIVE  APPLIANCES. 


103 


and  is  made  in  two  sizes  for  large  and  small  gauges, 
as  shown  in  Figs.  21  and  22.    It  consists  of  a  spring 


FIG.  21.  FIG.  22. 

Utica  Capsular  Spring.  Utica  Capsular  Spring. 

box,  capsular  in  form,  with  the  circumferences  of  the 
two  heads  (A  A)  flanged  and  locked  together  (in  the 
larger  form)  in  an  elastic  band  (B)  at  a  point  above 
and  below  the  spring  heads  themselves.  This  fasten- 
ing thus  acts  as  a  hinge  joint.  It  should  be  noticed 
that  this  Utica  spring  has  two  heads,  while  the  old 
style  diaphragm  spring,  as  described  in  the  intro- 
ductory remarks  on  gauges,  has  but  one.  Thus,  the 
former  gives  double  the  motion  for  the  same  move- 
ment of  the  spring.  Inasmuch  as  the  manufacturers 
agree  to  replace  any 
steam  gauge  which 
shows  a  cracked 
spring-head,  it  need 
scarcely  be  said  that 
great  care  is  taken  in 
the  selection  of  metal 
and  in  the  making  of 
these  springs. 

Fig.  23  shows  a 
Utica  locomotive 
steam  gauge  partially 
sectioned  in  order  to  PIG  23 

illustrate  itS  internal  Utica  Locomotive  Steam  Gauge. 


104  LOCOMOTIVE  APPLIANCES. 

mechanism.  A  bell  crank  bears  against  the  top  of 
the  upper  spring  head.  The  pressure  within  the 
spring  causes  the  heads  to  bulge  and  bear  against  this 
crank,  which  is  joined  by  means  of  light  lever  con- 
nections with  the  pointer,  thus  indicating  the  pres- 
sure. 

THE  DUPLEX  AIR  BRAKE  GAUGE. 

The  Air  Brake  Gauge  is  an  essential  part  of  the 
automatic  brake  system.  It  records  two  pressures, 
namely,  that  in  the  main  reservoir  and  that  in  the 
train  line.  It  will  be  noted  that  the  hands  indicating 
these  pressures  are  of  different  colors,  that  for  the 
reservoir  pressure  being  red  and  that  for  the  train  line 
pressure  black.  The  difference  between  these  two 
pressures  is  the  excess  pressure  in  the  reservoir  over 
that  in  the  train  line,  and  it  is  important  that  this 
excess  should  always  be  at  least  twenty  or  twenty-five 
pounds.  The  location  of  the  air  gauge  on  the  loco- 
motive is  shown  in  the  plate  "The  American  Steam 
Locomotive,"  part  numbered  207.* 

The  duplex  air  brake  gauge  is  usually  so  designed 
and  constructed  that  each  spring,  while  acting 
entirely  independent,  registers  its  movement  through 
its  own  index  hand  upon  the  same  circle  of  figures. 
These  air  brake  gauges  are  subject  to  such  wide  and 
rapid  variations  that  their  construction  must  be  of  the 
verv  best. 


*  The  Air  Gauge  is  described  and  illustrated  in  "  The  Science  of 
Railways,"  in  connection  with  the  exposition  therein  of  the  Air 
Brake,  and  the  reader  is  referred  to  the  general  index  of  that  work 
for  reference  to  further  information  on  the  subject. 


LOCOMOTIVE  APPLIANCES. 


105 


The  standard  "Westinghouse"  type  of  duplex  air 
gauge,  as  manufactured  by  the  Ashcroft  Manufactur- 
ing Company,  is  shown  in  Figs.  24  and  25.  From  the 


FIG.  24.  FIG.  25. 

Sectional  View. 
Westinghouse  Duplex  Air  Gauge. 

latter  figure  it  will  be  seen  that  each  pointer  or  gauge 
hand  is  acted  upon  independently  of  the  other  pointer 
by  double  Bourdon  tube  springs. 
A  later  style  of  duplex  air  gauge,  called  the  "Sema- 


FIG.  26.  FIG.  27. 

Sectional  View. 
Semaphore  Duplex  Air  Gauge. 

phore"  gauge,  is  shown  in  Figs.  26  and  27.  The 
points  of  difference  in  this  gauge  are  the  use  of  single 
Bourdon  springs  with  auxiliary  springs  (as  described 


106  LOCOMOTIVE  APPLIANCES. 

more  fully  under  Steam  Gauges)  and  the  black  dial 
with  white  figures  so  arranged  that  their  positions  for 
the  three  pressures,  fifty,  seventy  and  ninety  pounds 
per  square  inch  (the  most  important  pressures  to  the 
engineer  for  operating  the  air  brake)  enable  him  to 
instantly  and  accurately  observe  the  variations  of 
pressures  in  his  air  brake  system;  for  the  two  extreme 
pressures  of  fifty  and  ninety  always  stand  at  right 
angles  with  the  seventy  pounds  pressure  point  which 
is  at  the  top  of  the  dial.  On  this  dial  a  much  wider 
space  is  allowed  for  each  five  pounds  pressure,  so  as 
to  insure  closer  and  more  accurate  reductions  in  train 
braking.  The  glass  over  the  dial  is  an  oval  crystal 
like  a  watch,  and  while  the  case  does  not  extend  in 
front  of  the  glass  as  usual  to  afford  protection  from 
breakage,  yet  this  arrangement  enables  the  engineer 
to  read  the  gauge  when  it  stands  at  a  considerable 
angle  to  him. 


FIG.  28.  FIG.  29. 

Crosby  Duplex  Air  Gauge. 

The  interior  mechanism  of  the  Crosby  duplex  air 
gauge  is  clearly  shown  in  Figs.  28  and  29.  These 
cuts  show  the  double  attachments  of  this  gauge  so 


LOCO  MO  TI VE  A  PPLIA  NCES. 


107 


located  that  in  Fig.  28  the  two  pressures  are  connected 
to  the  gauge  nipples,  one  before  the  other,  in  a  line 
with  the  center  of  the  gauge,  while  in  Fig.  29  these 
connections  are  one  at  each  side  of  the  center  of  the 
gauge.  The  words  "train  line"  or  "reservoir"  are 
stamped  on  the  gauge  nipples  so  that  they  can  be 
distinguished  in  connecting  pipes  to  the  gauges. 

The  dial  of  this  gauge  is  the  same  as  that  shown  in 
Fig.  24. 

The  Star  duplex  air  gauge  differs  from  the  gauges 
last  described  mainly  in  the  use  of  corrugated 
Bourdon  springs,  as  shown  in  Fig.  13-A. 

A  very  useful  gauge  for  assistance  to  Air  Brake 
Inspectors     or     others    testing    the    air    pressure 
carried  by  a  locomo- 
tive, is  shown  in  Fig. 
30. 

By  means  of  the 
adjustable  thumb 
screw  at  the  bottom 
this  gauge  may  be 
applied  to  either  the 
train  line  or  air  signal 
hose  on  the  rear  of  an 
engine  or  train. 

The  exception 
above  noted  to  the 
usual  form  of  dial 
where  both  hands  FlG.3o. 

indicate       their       preS-  Star  Air  Brake  Inspectors'  Gauge. 

sures  from  the  same 

figures  is  the  Utica  form  of  duplex  air  gauge,  as 

shown  in  Figs.  31  and  32. 


108 


LOCOMOTIVE  APPLIANCES. 


FIG.  31. 
Utica  Duplex  Air  Gauge. 


It  is  virtually  two  gauges  in  one;  as  but  half  of  the 
dial  is  used  for  train-line  pressure  and  the  other  half 
for  main  reservoir  pressure. 


LOCOMOTIVE  APPLIANCES. 


109 


FIG.  32. 
Utica  Duplex  Air  Gauge. 


The  interior  of  this  gauge  may  be  seen  from  Fig.  32 
to  consist  of  two  "capsular"  springs,  each  actuating 
its  own  pointer. 


110  LOCOMOTIVE  APPLIANCES. 

PRESSURE  RECORDING  GAUGES. 

In  order  to  have  a  graphic  record  showing  every 
variation  of  pressure  and  the  time  of  day  or  night, 
the  pressure  recording  gauge  is  sometimes  applied 
to  a  locomotive.  While  it  is  usually  used  to  record 
the  steam  pressure,  the  more  recent  introduction  of 
the  recorder  for  the  air  brake  train-line  pressure  is 
liable  to  institute  a  greater  use  for  this  latter 
purpose. 


FIG.  33.  FIG.  34. 

Pressure  Recording  Gauged  Star  Pressure  Recording  Gauge. 

Both  the  Crosby  and  the  Star  pressure  recording 
gauges  are  similar  in  appearance,  hence  Fig.  33  will 
indicate  the  external  appearance  of  either  one.  Fig. 
34  shows  a  Star  recording  gauge  that  has  an  ordinary 
gauge  dial  and  pointer  outside  of  the  recording  disc. 
In  all  these  gauges,  by  the  aid  of  suitable  mechanism, 
not  shown,  the  pressure  which  is  to  be  recorded  is 
brought  to  bear  upon  the  lever  (seen  on  the  left  hand 
side  of  the  cut)  in  such  a  way  as  to  move  it  away  from 
or  toward  the  center,  according  as  the  pressure  is 
increased  or  reduced  in  the  boiler  or  train  brake  pipe. 

At  the  end  of  this  lever  is  carried  a  pen  charged  with 


LOCOMOTIVE  APPLIANCES.  Ill 

red  ink,  and  the  point  of  this  pen  rests  lightly  upon  the 
paper  chart  which  has  curved  radial  lines  coinciding 
with  the  pressure  movements  of  the  point  of  the  pen, 
were  the  paper  chart  itself  held  stationary.  The  cir- 
cular lines  on  the  chart  serve  as  graduations  to  mark 
the  degree  of  pressure,  and  are  numbered  by  four 
columns  of  figures.  The  paper  charts  shown  in 
Figs.  33  and  34  are  designed  to  be  rotated  once 
every  twenty-four  hours  by  a  clock  movement  of 
great  accuracy. 

Thus  it  will  be  seen  that  with  the  chart  steadily 
rotating  any  variation  of  pressure  will  cause  the  pen 
to  move  across  the  line  of  movement  of  the  chart, 
producing  a  more  or  less  zig-zag  red  line,  and  thus 
recording  accurately  the  pressure  at  the  exact  time  of 
day  or  night  that  it  occurred. 

The  chart  must  be  set  right  according  to  the  time  of 
day  before  the  thumb  screw  in  the  center  is  tightened. 
The  reading  of  the  two  charts  here  shown  in  Figs.  33 
and  34  is  the  same  and  would  be  110  pounds  pressure 
at  6:30  o'clock  A.  M. 

The  Crosby  Air  Brake  Recording  Gauge  is  of  the 
same  construction  and  has  the  same  appearance  as 
that  used  for  steam,  as  shown  in  Fig.  33,  except  that  it 
is  graduated  for  five  pounds  to  each  circular  line  and 
the  highest  pressure  shown  is  ninety  pounds. 

It  is  well  known  that  in  the  use  and  operation  of  air 
brakes  there  exist  certain  negative  conditions,  which, 
as  a  whole,  tend  to  reduce  their  efficiency,  and  are 
thereby  opposed  to  safety  and  economy.  Very  great 
importance,  we  believe,  is  attached  to  carrying  a 
standard  pressure — no  more  nor  less — at  all  times; 
that  the  brakes  are  in  perfect  working  order;  and, 


112  LOCOMOTIVE  APPLIANCES. 

above  all,  that  proper  discretion  is  exercised  in  their 
manipulation,  otherwise  the  power  of  the  brakes  is 
either  over  or  under  developed.  The  former  is  con- 
ducive to  delay,  waste  of  fuel,  overheating  and  crack- 
ing of  wheels  and  wheel  flattening;  the  latter  to  loss  of 
control,  from  which  arises  the  gravest  and  most 
serious  of  possibilities- -that  of  accident.  That  it  is 
important  and  desirable  that  these  conditions  should 
be  overcome,  every  one,  we  think,  will  admit;  but  that 
it  may  be  done,  it  is  first  necessary  to  know  where  and 
how  they  exist.  This  information  may  be  obtained 
by  using  an  air  brake  recording  gauge,  an  instrument 
designed  for  continuously  recording  the  pressure  of 
air  used  in  the  operation  of  air  brakes. 

In  using  these  recording  gauges  for  indicating 
sfeam  pressure  the  same  care,  as  heretofore  explained, 
should  be  exercised  to  prevent  live  steam  from  enter- 
ing and  heating  the  gauge. 

GAUGE  HAND  OR  "POINTER"  PULLERS. 

Three  styles  of  hand  or  pointer  pullers  are  shown 
in  Figs.  35,  36  and  37,  either  one  of  which  is  a  very 


FIG.  35.  FIG.  36.  FIG.  37. 

Gauge  Hand  or  "Pointer"  Gauge  Hand  or  "Pointer"  Pullers. 

Pullers. 

handy  tool  for  use_in  removing  gauge  hands  with 
the  least  liability  of  damage  to  either  the  gauge, 
movement,  or  the  hands  themselves. 


LOCOMOTIVE  APPLIANCES 


113 


TESTING   GAUGES. 

Engineers  and  firemen  depend  almost  entirely 
upon  the  steam  and  air  gauges  to  know  the 
pressure  under  which  the  locomotive  in  their 
charge  is  working,  and  yet  they  are  fully  aware 
that  these  gauges  do  many  times  get  out  of  order. 
Knowing  full  well  that  the  locomotive  is  not  pulling 
what  it  should,  they  report  the  gauge  out  of  order. 
When  the  engine  arrives  at  the 
terminus,  the  practice  too  fre- 
quently is  to  remove  the  gauge 
from  the  engine,  take  it  to  the 
shops  and  have  it  tested,  that  is, 
tried  in  comparison 
with  an  accurate 
gauge,  known  to  be 
correct,  which  gauge 
is  called  a  test  gauge. 
Three  of  such  test- 
ing devices  are  shown 
in  Figs.  38,  39,  40  and  41,  which 
are  known  as  the  Crosby,  Ash- 
croft,  and  Star,  respectively,  and 
will  be  described  hereafter. 
There  is  no  question  but  that  this  test  wjll  determine 
if  the  gauge  itself  is  defective  at  the  time  and  under  the 
existing  temperature  of  the  testing  room,  but  it  does 
not  by  any  means  follow  that  this  same  gauge  will 
correctly  indicate  the  pressure  when  placed  in  the  cab 
of  a  locomotive.  At  the  beginning  of  this  chapter  the 
instructions  regarding  proper  piping,  insulation  and 
location  of  gauges  were  called  to  the  attention  of  the 


PIG.  38. 
Crosby  Test  Gauge. 


114  LOCOMOTIVE  APPLIANCES. 

reader,  but  these  precautions  are  not  always  observed 
even  by  designers  and  builders  who  make  the  finest 
locomotives  and  equip  them,  with  the  most  modern 
devices. 

It  is  possible,  owing  to  the  location  of  a  gauge,  to 
have  it  in  error  from  one  to  twenty  pounds  (and  even 
more,  in  extreme  cases)  and  yet  have  the  gauge 


FIG.  39. 
Ashcroft  Test  Gauge. 

show  correct  every  time  it  is  removed  and  tested.  All 
gauges  are  adjusted  cold  and  the  fine  mechanism 
therein  will  correctly  indicate  pressures  when  all 
parts  are  at  this  moderate  temperature.  Almost  all 
metals  weaken  as  their  temperature  becomes  higher. 
Hence  the  springs  in  the  gauges  will  have  a  greater 
deflection  than  normal  when  heated  above  a  moderate 
temperature,  and  will  thus  indicate  a  greater  pressure 


LOCOMOTIVE  APPLIANCES.  115 

than  that  actually  existing  in  the  boiler  or  other 
receptacle  to  which  they  are  attached. 

For  the  reasons  hereinbefore  given,  it  is  strongly 
advocated  by  those  with  extended  experience  in  such 
matters  that  it  is  much  better  to  allow  the  gauge  to  be 
tested  to  remain  upon  the  locomotive,  in  its  usual  loca- 
tion. If  the  steam  gauge  is  to  be  verified,  attach  an  ac- 
curate test  gauge  with  a  large  siphon  pipe  (as  shown 
in  Fig.  7)  to  some  convenient  connection  at  the  steam 
dome  and  compare  the  readings  of  this  test  gauge 
with  that  of  the  gauge  in  the  locomotive  cab,  manip- 


FIG.  40. 
Star  Test  Gauge. 

ulating  the  fire  and  injectors  sufficiently  to  cause  the 
pressure  to  pass  through  the  ordinary  variations  that 
exist  in  service.  Incidentally,  there  is  considerable  of 
an  advantage  aside  from  the  time  it  saves  and  the 
accuracy  thereby  secured  in  not  removing  the  gauge, 
in  that  no  couplings  or  connections  are  disturbed,  and 
hence  no  leaks  produced;  for  leaks  anywhere  above 
the  gauge  siphon  are  very  injurious  to  a  steam 
gauge. 

To  test  the  air  gauge,  couple  an  ordinary  gauge 
which  is  known  to  be  accurate,  or  the  gauge  shown 


116  LOCOMOTIVE  APPLIANCES. 

in  Fig.  30,  to  the  train  brake  hose  at  the  rear  of  the 
tender,  or  some  convenient  but  cool  place  in  the  cab; 
cause  the  pressure  to  vary  through  its  usual  range, 
and  compare  the  attached  gauge  with  the  one  located 
on  the  boiler  head. 

Steam  gauges  on  a  locomotive  sometimes  show  less 
pressure  than  that  actually  in  the  boiler,  on  account 
of  their  being  attached  to  the  steam  turret  or  fountain 
instead  of  deriving  their  pressure  directly  from  the 
boiler  itself.  This  difference  can  readily  be  detected 
by  noting  a  sudden  drop  or  rise  in  the  pressure  indi- 
cated by  the  gauge  when  the  injectors,  air  pump, 
steam-heat,  electric  headlight,  etc.,  which  take  steam 
from  the  fountain,  are  suddenly  opened  or  closed,  as 
the  case  may  be. 

The  Description  of  Gauge-Testing  Devices  here  illus- 
trated is  as  follows: 

The  Crosby  Gauge  Tester,  shown  in  Fig.  38,  con- 
sists of  a  stand  from  which  rises  a  cylinder  having 
accurately  fitted  into  it  a  piston  with  an  area  of 
exactly  one-fifth  of  a  square  inch.  This  piston 
moves  freely  up  and  down,  and  has  attached  to  the 
top  of  the  piston  rod  a  disc  for  supporting  the  weights. 
Each  weight  is  marked  with  the  number  of  pounds 
per  square  inch  it  will  exert  on  the  gauge.  From  the 
bottom  of  the  cylinder  two  tubes  project;  one  forms  a 
stand  for  holding  the  gauge  to  be  tested,  the  other 
rises  at  an  inclined  angle  and  forms  the  oil  reservoir 
having  within  it  a  screw  plunger  for  forcing  the  oil 
inward  or  outward.  Screw  down  on  the  plunger  until 
the  weights  are  lifted,  and  then  note  the  reading  of  the 
gauge  as  compared  with  the  weights,  counting  the 
weight  of  piston,  piston  rod  and  tray  equal  to  five 


LOCOMOTIVE  APPLIANCES. 


117 


pounds.    The  piston  should  be  carefully  cleaned  of 
all  oil  and  gum  after  each  test. 

The  Ashcrof  t  Gauge  Tester  is  shown  in  Fig.  39,  and 
its  operation  is  very  similar  to  that  last  described, 
except  that  instead  of  known  weights  being  used  a 


FIG. 
Utica  Gauge  Tester. 


test  gauge  is  attached  to  the  nipple  to  left  of  the  ver- 
tical screw  plunger,  while  the  gauge  to  be  tested  is 
attached  to  the  nipple  on  the  right.  By  screwing 
down  the  screw-feed  the  pressure  is  gradually 
increased  up  to  the  desired  limits  of  the  reading  of  the 
gauge  to  be  tested. 


118 


LOCOMOTIVE  APPLIANCES 


The  Star  Gauge  Tester,  as  illustrated  in  Fig.  40,  is 
used  precisely  the  same  as  that  shown  in  Fig.  39,  but 
in  the  cut  the  test  gauge  is  not  shown  and  the  screw 
plunger  is  placed  horizontally.  An  accurate  test 
gauge  is  attached  to  one  of  the  nipples  (E  E)  and  the 
gauge  to  be  tested  to  the  other  nipple.  Screwing  in 
on  the  plunger  wheel  (D)  increases  the  pressure  of  oil 
to  any  amount  desired. 

The  Utica  Gauge  Tester  is  clearly  illustrated  by 
Figs.  41  and  42.  The  latter  engraving  shows  the 

square -inch  test 
valve,  which  con- 
sists of  a  brass 
disc  provided  with 
a  pipe  (A)  to  be 
connected  with  a 
plunger  (D),  as  in 
Fig.  41.  At  B  is  a 
hardened  steel  valve 
and  seat,  the  latter 
having  knife  edges 
for  the  valve  (B)  to 
rest  upon,  and  being 
made  exactly  one 
square  inch  in  area. 
The  pipe  (A)  opens 
directly  under  the 
valve,  as  shown  by 
the  dotted  lines.  Fig. 
41  is  intended  to 
show  the  use  of  this 
FIG  42  square  inch  valve  in 

The  utica  Gauge  Tester.  connection  with  an 


LOCOMOTIVE  APPLIANCES.  119 

ordinary  screw  plunger  (D)  and  a  test  gauge  at  E. 
The  gauge  to  be  tested  is  attached  at  F.  The 
pieces  of  iron  attached  to  the  bottom  of  the  yoke, 
together  with  the  valve  and  yoke  itself,  have  been 
previously  weighted,  so  that  the  valve  must  lift 
and  the  water  escape  by  the  overflow  pipe  (£),  the 
moment  such  known  weight  is  exceeded  by  the  water 
pressure.  The  gauge  to  be  tested  should  then  indi- 
cate a  pressure  per  square  inch  equal  to  the  combined 
weights  of  the  valve,  yoke,  and  weight  attached. 


LOCOMOTIVE  POP  SAFETY  VALVES. 

While  there  are  a  great  many  styles  of  pop  safety 
valves  used  on  locomotives,  only  the  types  especially 
designed  for  this  use  are  here  described. 

The  cause  of  boiler  explosions  is  excessive  pressure, 
and  the  fact  that  such  disasters  are  of  not  infrequent 
occurrence,  whether  arising  from  neglect  or  otherwise, 
points  forcibly  to  the  necessity  of  providing  against 
them  in  every  possible  way.  There  are  safeguards 
against  the  danger  of  explosion  which  manufacturers 
and  owners  have  in  their  power  to  use  that  may  be 
relied  upon  to  largely  diminish  the  danger.  The  first 
is  in  the  use  of  a  perfect  automatic  pop  safety  valve, 
absolutely  certain  in  its  action,  prompt  in  opening  and 
closing,  and  fully  sufficient  in  capacity  to  relieve  the 
boiler  from  any  excessive  pressure  beyond  the  amount 
intended  to  be  carried  as  a  safe  limit.  For  its  location 
see  plate  "The  American  Steam  Locomotive,"  part 
numbered  201.* 

While  steam  gauges  may  become  deranged  from 
improper  care  or  a  wrong  method  of  connection  to  the 
boiler,  the  pop  safety  valve  is  generally  very  reliable 
and  its  adjustment  should  never  be  changed  without 
the  proper  authority  from  someone  who  absolutely 
knows,  from  the  application  of  a  test  gauge,  that  the 
valve  requires  change  of  adjustment. 

*  Tlie  Safety  Valve  is  described,  and  another  illustration  thereof 
given,  in  "  The  Science  of  Railways, "  and  the  reader  is  referred  to 
the  "  Description  of  the  Locomotive  "  given  in  that  work  for  further 
particulars  in  relation  thereto. 

(120) 


LOCOMOTIVE  APPLIANCES. 


121 


THE  COALE  POP  SAFETY  VALVE  AND  MUFFLER. 

This  is  a  distinct  design  of  safety  valve  and  is 
largely  used.  Its  form  of  construction  makes  it 
responsive  to  and  restrictive  of  steam  under  variable 
pressures.  Though  possessed  of  large  discharging 
power  it  gives  adequate  warning  before  blowing  hard, 
thus  enabling  the  fireman  to 
control  his  fire  or  regulate  the 
supply  of  feed  water  before 
strong  "popping"  occurs.  Used 
"6n  high  pressure  boilers,  it  opens 
and  closes  gradually,  thus  pre- 
venting excessive  strains  upon 
the  boiler. 

By  means  of  the  spring  bolt 
and  adjustable  ring  both  the 
points  of  opening  and  closing 
may  be  changed  without  remov- 
ing the  valve  or  reducing  the 
FIG.  i.  steam  in  the  boiler.  The  con- 

struction of  the  muffler  reduces 
the  noise  of  the  escaping  steam  to  a  minimum.  This 
feature  frequently  prevents  the  frightening  of  horses 
and  also  the  annoying  interruptions  to  telegraph 
orders  at  stations,  should  the  locomotive  be  blowing 
off. 

The  valve  is  guarded  above  and  below  the  seat;  at 
the  latter  point  by  a  central  sectional  hub. 

The  guide  wings  are  removed  as  far  as  possible,  to 
allow  for  contraction  and  expansion,  and  also  to  pre- 
vent grooving  of  the  valve  seats  by  steam  passing  by 
the  guide  wings. 


The  Coale  Pop  Safety  Valve 
and  Muffler. 


122  LOCOMOTIVE  APPLIANCES. 

The  central  sectional  guide  bearing  for  the  valve 
stem  consists  in  dividing  the  ring  bearing  into  arc 
sections  between  the  arms,  in  order  to  overcome  the 
effect  of  uneven  expansion  and  contraction  of  metals. 
By  this  method  the  guide  bearing  insures  vertical 
reciprocation  of  the  valve. 

To  Adjust  the  Valve. — If  a  change  of  pressure  be 
desired,  unscrew  the  cap  (A)  and  screw  down  or  up 
the  adjusting  screw  (F),  according  to  whether  more 
or  less  pressure  is  desired.  To  regulate  the  opening 
and  closing  action  of  the  valve,  unscrew  the  bolt  (B ), 
and  by  means  of  any  pointed  instrument  the  adjust- 
able screw  ring  (C)  may  be  readily  moved  either  to  the 
right  or  left.  Should  the  valve  close  with  too  much 
drop  of  boiler  pressure,  move  the  screw-ring  (C)  to  the 
left,  a  notch  or  two  at  a  time,  until  sufficient  change 
has  been  accomplished.  To  increase  the  pop,  move 
ring  (C)  to  the  right.  After  the  valve  is  adjusted  to 
suit  the  requirements,  replace  bolt  (B}  and  cap  (A). 

To  examine  the  inside  of  the  valve,  unscrew  the 
cap  (A)  and  spring-bolt  (F),  so  as  to  relieve  the 
spring's  tension,  remove  the  set  screws,  and  the 
dome  (E)  and  case  (G)  may  then  be  unscrewed  and 
the  internal  parts  of  the  valve  are  exposed. 

STAR  LOCOMOTIVE  POP  SAFETY  VALVES. 

An  efficient  form  of  "open"  or  plain  locomotive  pop 
safety  valve  is  shown  in  Figs.  2  and  3.  As  will  be 
seen  from  the  latter  (the  sectional  view)  the  spring  is 
encased  in  a  chamber,  thereby  being  protected  from 
the  escaping  steam.  The  spring  discs  or  seats,  both 
top  and  bottom,  are  pivoted,  in  order  to  overcome  all 


LOCOMOTIVE  APPLIANCES. 


123 


liability  of  an  imperfect  bearing  of  the  spring  upon 
its  valve. 


FIG.  2.  FIG.  3. 

Exterior  View.  Sectional  View. 

The  Star  Improved  Open  or  Plain  Locomotive  Pop  Safety  Valve. 

Figs.  4  and  5  illustrate  the  muffled  Star  pop  safety 
valve,  which  is  seen  to  be  similar  in  construction, 
with  the  addition  of  the  top  hood,  or  "muffler,"  which 
tends  to  greatly  reduce  the  noise  of  the  escaping 
steam,  and  hence  is  of  considerable  advantage.  Both 
tho  plain  and  the  muffled  valves  have  large  relief 
powers,  and  are  made  to  withstand  the  highest  pres- 
sures used  on  locomotives.  The  slotted  domes  and 
mufflers  have  their  real  aim  in  preventing  dirt  and 
cinders  from  entering  the  interior  of  the  valve  and 
clogging  its  free  action.  All  liability  of  back  pressure 
on  top  of  valve,  which  causes  continual  chattering,  is 
removed. 

By  removing  the  small  set  screw,  shown  at  the  right 


124 


LOCOMOTIVE  APPLIANCES. 


of  both  types  of  valves  shown,  and  turning  the  ring 
within  to  the  right  or  left  with  a  pointed  instrument, 


FIG.  4.  Fro.  5. 

Exterior  View.  Sectional  View. 

The  Star  Improved  Locomotive  Muffled  Pop  Safety  Valve. 

the  discharge  when  the  valve  "pops"  will  be  greater  or 
less  correspondingly. 


MEADY  MUFFLED  LOCOMOTIVE  POP  SAFETY 
VALVE. 

The  cut,  Fig.  6,  represents  the  Meady  muffled  loco- 
motive pop  safety  valve,  showing  its  internal  con- 
struction. It  will  be  observed  that  the  valve  proper 
projects  upward  through  the  perforated  casing  of 
the  valve,  enclosing  within  it  the  spring  which  holds 
it  to  its  seat;  and  the  upper  or  outward  side  of  the 
valve  is  open  to  the  air  at  all  times,  so  that  when 


LOCOMOTIVE  APPLIANCES. 


125 


the  valve  is  discharging  it  is  free  from  any  pressure 
of  the  out-going  steam,  which  escapes  through  the 
perforated  casing  into  the  open 
air  without  a  disturbing  noise. 

By  this  design  there  is  no  back 
pressure  on  the  valve,  and  its 
component  parts  so  co-operate 
that  the  valve  rises  when  it  opens 
to  a  greater  height  than  is  usual 
in  valves  of  this  character. 

For  tension  of  the  spring  and 
the  adjustment  of  the  parts, 
means  are  conveniently  ar- 
ranged and  provided.  A  lever 
is  furnished  when  desired.  In 
size  and  utility  it  is  believed  to 
afford  all  the  advantages  which 
are  demanded,  and  to  meet  all 
the  requirements  of  an  exacting 
railroad  service. 

Directions. — It  should  never 
be  meddled  with  unless  it  be- 
comes necessary  to  reset  it. 
loosen  or  remove  the  acorn  check  nut  (K)  above  the 
spring  bolt  (F);  then  holding  with  a  wrench  the  hex- 
agonal top  (B)  of  the  valve,  with  another  wrench  turn 
the  nut  (J)  downward  to  increase,  and  upward  to 
reduce  the  pressure,  until  the  valve  opens  at  the 
desired  point  as  indicated  by  the  steam  gauge.  To 
modify  the  loss  of  pressure  in  blowing,  slightly  with- 
draw the  screw  bolt  (M)  in  the  base  of  the  valve  until 
it  ceases  to  engage  with  the  ring  (L)  encircling  the 
valve  seat  (C),  then  with  any  pointed  instrument 


In 


FIG.  6. 
lyMv 
Pop  Safety  Valve. 

such  case,  first 


126 


LOCOMOTIVE  APPLIANCES. 


inserted  into  the  small  opening  (TV)  near  the  screw 
bolt,  turn  the  ring  (L)  downward  for  diminishing,  and 
upward  for  increasing  the  loss. 


CROSBY  LOCOMOTIVE  POP  VALVES. 

Fig.  7  shows  in  section  a  Crosby  plain  pop 
safety  valve.  The  valve  proper  (B  B)  rests  upon 
two  flat  annular  seats  (V  V)  and  (W  W)  on  the  same 
plane,  and  is  held  down  against  the  pressure  of  steam 
by  the  steel  spiral  spring  (S).  The  tension  of  this 
spring  is  increased  by  screwing  down  the  threaded  bolt 
(L)  at  the  top  of  the  cylinder  (K).  The  area  contained 
between  the  seats  (W)  and  (V)  is  what  the  steam  pres- 
sure acts  upon  ordinarily  to  overcome  the  resistance 
of  the  spring.  The  area  contained  within  the  smaller 
seat  (W  W)  is  not  acted  upon  until  the  valve  opens. 
The  larger  seat  (V  V )  is  formed 
on  the  upper  edge  of  the  shell  or  body 
(A)  of  the  valve.  The  smaller  seat 
(W  W)  is  formed  on  the  upper 
edge  of  a  cylindrical  chamber  or 
well  (C  C),  which  is  situated  in  the 
center  of  the  shell  or  body  of  the 
valve,  and  is  held  in  its  place  by 
arms  (D  D),  radiating  horizon- 
tally, and  connecting  it  with  the 
body  or  shell  of  the  valve.  These 
arms  have  passages  (E  E)  for  the 
escape  of  the  steam  or  other  fluid 
from  the  well  into  the  air  when  the 
This  well  is  deep- 
so  as  to  allow  the  wings 


sectiomi7view        valve  is  open. 

Crosby  Locomotive  Pop  _r 


Safety  Valve. 


LOCOMOTIVE  APPLIANCES.  127 

(X  X)  of  the  valve  proper  to  project  down  into  it  far 
enough  to  act  as  guides,  and  the  flange  (G)  is  for  the 
purpose  of  modifying  the  size  of  the  passages  (E  E) 
and  for  turning  upward  the  steam  issuing  therefrom. 

Action  of  the  valve  when  working  under  steam  is  as 
follows:  When  the  pressure  under  the  valve  is  within 
about  one  pound  of  the  maximum  pressure  required, 
the  valve  opens  slightly,  and  the  steam  escapes 
through  the  outer  seat  into  the  cylinder  and  thence 
into  the  air;  the  steam  also  enters  through  the  inner 
seat  into  the  well,  and  thence  through  the  passages 
in  the  arms  to  the  air.  When  the  pressure  in  the 
boiler  attains  the  maximum  point,  the  valve  rises 
higher  and  steam  is  admitted  into  the  well  faster  than 
it  can  escape  through  the  passages  in  the  arms,  and 
its  pressure  rapidly  accumulates  under  the  inner  seat; 
this  pressure,  thus  acting  upon  an  additional  area, 
overcomes  the  increasing  resistance  of  the  spring  and 
forces  the  valve  wide  open,  thereby  quickly  relieving 
the  boiler.  When  the  pressure  within  the  boiler  is 
lessened  the  flow  of  steam  into  the  well  also  is  less- 
ened, and  the  pressure  therein  diminishing,  the  valve 
gradually  settles  down;  this  action  continues  until 
the  area  of  the  opening  into  the  well  is  less  than  the 
area  of  the  apertures  in  the  arms,  and  the  valve 
promptly  closes. 

The  point  of  opening  can  be  readily  changed  while 
under  steam  by  screwing  the  threaded  bolt  (L)  up  for 
diminishing,  or  down  for  increasing  the  pressure. 

The  seats  of  this  valve  are  flat,  and  do  not  cut  or 
wear  out  and  leak  so  readily  as  bevelled  seats.  The 
valve  is  made  of  the  best  gun  metal. 

Directions  for  Setting.— Screw  the  head-bolt  (L), 


128  LOCOMOTIVE  APPLIANCES. 

Fig.  7,  which  compresses  the  spring,  up  for  diminish- 
ing, or  down  for  increasing  the  pressure  until  the  valve 
opens  at  the  pressure  desired,  as  indicated  by  the 
steam  gauge;  secure  the  head-bolt  in  this  position  by 
means  of  the  lock-nut;  for  regulating  the  loss  of 
escaping  steam,  turn  the  screw  ring  (G)  up  for 
increasing,  or  down  for  decreasing  it. 

Directions  for  Repairing. — This  valve  having  flat 
seats  on  the  same  plane  is  very  easily  made  tight  if  it 
leaks  by  following  these  directions,  viz.:  With  an 
ordinary  lathe  slightly  turn  off  the  two  concentric 
seats  of  the  valve  and  valve  shell  or  base,  respectively, 
being  careful  that  this  is  done  in  the  same  plane,  and 
perpendicular  to  the  axis  of  the  valve.  The  valve 
will  then  fit  tightly  on  the  valve  shell.  If  no  lathe  is 
at  hand  then  grind  the  valve  proper  on  a  perfectly  flat 
surface  of  iron  or  steel,  until  its  two  bearings  are 
exactly  on  a  plane  and  with  good,  smooth  surfaces; 
then  take  the  shell  and  grind  its  seats  in  precisely  the 
same  manner;  rinse  both  parts  in  water  and  put 
together,  and  the  valve  will  be  found  to  be  tight;  to 
ascertain  when  the  bearings  are  on  the  same  plane, 
use  a  good  steel  straight  edge.  Do  not  grind  the  valve 
to  its  seats  on  the  shell  by  grinding  them  together,  but 
grind  each  part  separately,  as  above  stated. 

Other  types  of  Crosby  plain  and  muffled  pop  safety 
valves  are  shown  in  the  four  next  succeeding  engrav- 
ings. Figs.  9  and  11,  both  sectional  views,  also  show 
the  lever  with  which  these  valves  are  supplied  when 
so  desired.  It  is  quite  customary  to  supply  a  cap 
which  may  be  locked  over  adjusting  nut  (L),  Fig.  7, 
so  that  no  one  without  a  key  can  alter  the  adjustment 
of  the  valves. 


LOCOMOTIVE  APPLIANCES. 


129 


FIG.  8.     External  Viev,-.  FIG.  9.    Sectional  View  with  Lever. 

Crosby  Plain  Locomotive  Pop  Safety  Valves. 


FIG.  10.    External  View.  FIG    1!.    Sectional  View  with  Lever. 

Crosby  Muffled  Locomotive  Pop  Safety  Valves. 


130  LOCOMOTIVE  APPLIANCES. 

THE  CONSOLIDATED  LOCOMOTIVE    POP  SAFETY 
VALVES. 

Figs.  12  and  13  represent  two  different  types  of 
muffled  safety  valves,  made  especially  for  locomotive 
use.  These  valves  were  formerly  known  as  the 
Richardson  pop  safety  valves. 

The  advantage  to  be  derived  from  the  use  of  this 
muffled  valve  in  place  of  the  ordinary  "open"  or  plain 


PIG.  12.  FIG.  13. 

Flat  Top  Muffler  Valve  Round  Top  Muffler  Valve 

with  Lever.  without  Lever. 

pop  valve  is  that  the  noise  of  the  escaping  steam  is 
reduced  to  the  lowest  possible  minimum;  the  steam  is 
discharged  upwards  and  with  sufficient  force  to  direct 
the  current  above  the  top  of  the  locomotive  cab,  so 
that  it  does  not  trail  on  to  the  engine  or  in  train 
windows. 

The  muffler  parts  are  of  simple  construction  and 
readily  replaced  from  the  shops  of  a  railroad  company 
at  small  cost. 


LOCOMOTIVE  APPLIANCES. 


131 


Fig.  14  shows  the  Consolidated  plain  pop  safety 
valve  for  locomotives.  This  valve  is  identical  in 
construction  and  operation  with  that  just  described, 
excepting  that  it  is  not  equipped  with  a  muffler.  On 
some  roads  it  has  been  found  an  economy  to  equip 
each  engine  with  one  encased  and  one  muffler  valve; 
when  this  is  done  the  muffler  valve  is  generally  set  at 
a  lower  pressure  than  the  plain  encased  valve,  and  thus 


FIG.  14. 

The  Consolidated  Plain  Locomotive  Pop  Safety  Valve. 
Fitted  with  Richardson's  Adjustable  Screw  Ring. 

performs  all  the  work  required;  the  plain  encased 
valve  can  thus  be  used  as  an  auxiliary  and  to  blow 
down  the  pressure  when  such  is  required. 

Directions  for  Changing  the  Pressure  and  Altering 
the  Closing  Pressure  of  any  of  the  Consolidated  Pop 
Safety  Valves. — Remove  the  lock-up  cap,  then  slack 
up  check-nut.  If  it  is  desired  to  increase  the  pressure, 
turn  the  compression  screw  down  or  to  the  left  about 
one  square  of  the  hexagon  nut  for  each  five  pounds 


132  LOCOMOTIVE  APPLIANCES, 

pressure,  then  secure  the  check-nut  and  let  the  valve 
blow,  noting  the  increase  of  pressure  by  a  correct 
steam  gauge  after  the  valve  "pops."  If  the  pressure 
is  reduced  too  much  before  the  valve  closes,  remove  the 
brass  pin  or  screw  from  the  side  of  case,  and  with  any 
pointed  instrument  inserted  through  the  hole  from 
which  the  pin  or  screw  was  taken,  turn  the  notched 
adjustable  ring  inside  the  case  down  or  to  the  left,  one 
or  two  notches  at  a  time,  until  the  valve  closes  at  the 
desired  pressure.  In  changing  the  position  of  the 
adjustable  ring,  care  should  be  taken  to  lock  it  with 
the  pin  or  screw  each  time  before  blowing  the  valve, 
and  to  replace  all  parts  securely  after  valve  is  satis- 
factorily adjusted. 

If  the  pressure  is  to  be  reduced,  reverse  the  opera- 
tions described  above. 

Always  connect  valves  as  close  to  the  boiler  as 
possible,  and  when  pipe  connections  to  inlet  of  valve 
must  be  used,  have  them  the  full  diameter  of  the  valve 
or  larger,  and  as  short  and  free  from  bends  as  possible. 

Great  care  must  be  used  in  making  joints  with  red 
lead,  as  it  is  apt  to  settle  on  the  valve  seat,  and  thus 
prevent  its  closing  tight. 

For  a  variation  of  more  than  10  per  cent,  in  the 
original  opening  pressure  of  a  valve,  a  different 
spring  should  be  used. 

THE  ASHTON  POP  SAFETY  VALVE. 

This  valve  is  made  both  open  and  with  muffler. 
It  is  a  particularly  efficient  valve  and  used  very 
extensively 'on  locomotives  throughout  the  country. 

These  valves  may  be  regulated  from  the  outside 


LOCOMOTIVE  APPLIANCES. 


133 


top  of  the  pop  and  are  ordinarily  provided  with  a 
lock  for  securing  the  cap  and  thus  preventing  the 
adjustment  being  tampered  with  by  irresponsibles. 


FIG.  15. 
Ashton  Open  Pop  Safety  Valve. 


FIG.  16. 
Ashton  Muffler. 


LOCOMOTIVE  INJECTORS. 

This  chapter,  while  devoted  to  locomotive  injectors, 
does  not  pretend  to  treat  of  them  in  their  entirety;  it 
does,  however,  contain  brief  descriptions  and  practical 
information  on  various  types  in  common  use  on 
locomotives. 

The  injector  was  patented  in  1858  by  Giffard,  an 
eminent  French  engineer,  and  was  introduced  into 
this  country  in  1860. 

There  is  a  great  diversity  of  opinion  as  to  the  theory 
of  how  an  injector  works,  yet  that  generally  accepted 
is  that  an  injector  works  because  the  great  velocity  of 
escaping  steam  has  the  power  to  impart  sufficient 
velocity  to  the  feed  water  to  overcome  the  pressure  of 
the  boiler.  In  other  words,  a  jet  of  steam,  under  a 
high  velocity,  strikes  the  column  of  water,  and, 
mingling  with  it,  carries  it  on  into  the  boiler,  the 
water  in  the  boiler  being  a  passive  body. 

Technically  speaking,  the  kinetic,  or  moving, 
energy  of  the  jet  of  combined  steam  and  water  over- 
comes the  static  energy,  or  state  of  rest,  that  exists 
within  the  boiler.  A  stone  suspended  from  a  cliff 
has  stored  within  itself  the  same  energy  as  that  of  the 
boulder  which  has  just  gone  crashing  into  the  chasm 
below;  the  former  is  said  to  have  static  energy,  the 
latter  kinetic 

It  may  here  be  permissible  to  use  a  rude  comparison 
to  show  the  effect  of  moving  force  upon  standing  force. 
Imagine  two  cars  of  equal  weight  on  level  track, 
one  at  rest  and  the  other  moving.  When  they  eame 

(134) 


LOCOMOTIVE  APPLIANCES.  135 

together,  as  any  practical  railroad  man  knows,  the 
result  will  be  that  the  moving  car  will  push  the  other 
ahead  of  it,  and  itself  move  on  beyond  the  point  where 
they  struck.  If  necessary  we  could  even  see  that 
should  the  moving  car  be  much  lighter  in  weight  than 
the  other,  the  effect  would  be  the  same  to  a  degree. 
Thus,  at  the  boiler  check  we  again  have  the  place  of 
coming  together  of  two  forces — the  stationary  force 
from  within  acting  simply  on  top  of  the  check,  beyond 
which  it  cannot  escape,  and  the  moving  force  of  the  jet 
of  combined  water  and  steam  from  the  injector,  which 
can  and  does  not  only  crowd  back  the  standing  pres- 
sure, but  itself  passes  beyond  the  check  and  enters 
the  boiler. 

It  has  long  been  a  general  belief  that  the  fact  that 
the  check  was  below  the  water  level  of  the  boiler 
accounted  for  the  working  of  the  injector,  but  this  has 
been  proven  to  be  untrue.  An  injector  will  work 
with  the  check  above  the  water  in  a  boiler,  but  the 
circulation  in  the  boiler  will  be  less  perfect  by  reason 
thereof,  and  more  difficulty  will  be  experienced  in 
keeping  the  check  from  leaking. 

Inasmuch  as  some  injector  makers  prefer  to  retain 
the  piston  theory  of  an  injector's  working,  it  is, but 
fair  that  it  should  be  given  and  the  reader  permitted 
to  select  that  most  compatible  with  his  own  line  of 
reasoning.  The  piston  theory  is  that  the  steam 
flowing  into  the  large  end  of  the  steam  tube  is  con- 
densed by  the  water,  the  combined  mass  practically 
forming  a  piston,  against  which  the  steam  acts,  and 
as  the  area  of  the  large  steam  end  of  the  tube  is 
greater  than  the  area  of  the  throat  of  the  discharge 
tube,  the  water  is  forced  into  the  boiler. 


136  LOCOMOTIVE  APPLIANCES. 

Specially  constructed  injectors  used  for  boiler  test- 
ing or  for  washing  out  boilers  are  sometimes  made  to 
deliver  a  pressure  four  or  five  times  as  great  as  the 
pressure  of  steam  used  in  operating  them.  To  accom- 
plish this  the  steam  end  of  the  tubes  have  a  larger 
area  than  with  an  ordinary  injector. 

There  are  many  different  classes  of  injectors,  the 
principal  types  used  differing  in  having  a  single  or 
double  set  of  tubes,  fixed  or  adjustable  tubes,  and 
open  or  closed  overflow.  Each  one  of  these  classes 
may  be  either  lifting  or  non-lifting,  re-starting  auto- 
matically or  not. 

Injectors  in  General. — The  locomotive  injector,  no 
matter  of  what  type  or  style,  is  a  delicate  apparatus 
requiring  care  in  operation  and  immediate  attention 
when  its  work  is  defective,  if  the  best  results  are  to  be 
obtained.  While  the  majority  of  injectors  in  use  and 
those  here  shown  and  described  are  lifting  injectors 
and  capable  of  working  with  a  high  temperature  of  feed 
water,  yet  it  is  not  desirable  to  heat  the  feed  water 
much  in  excess  of  90  or  100  degrees  Fahrenheit. 
Besides  the  injury  to  the  paint  on  the  tank,  it  has  been 
found  by  careful  tests  that  the  hotter  the  combined 
delivery  of  steam  and  water  from  the  injector,  the 
more  quickly  the  injector  nozzles  and  tubes  and  the 
delivery  or  "branch"  pipe  will  become  filled  with  lime 
and  its  proper  action  become  impeded. 

With  each  form  of  injector,  and  with  the  different 
qualities  of  feed  water  used,  the  length  of  time  an 
injector  should  be  allowed  to  work  before  it  is  given 
attention  will  vary.  However,  it  is  safe  to  say  that 
there  are  few  localities  where  it  would  not  be  advan- 
tageous to  remove  the  injector  and  place  it  in  a  bath 


LOCOMOTIVE  APPLIANCES.  137 

of  ten  parts  of  water  to  one  part  of  muriatic  acid  once  a 
month,  and  between  these  periods  run  a  quart  of  acid 
through  the  injector  without  removing  it  from  the 
locomotive. 

Instructions  General  to  All  Injectors  on  locomotives 
carrying  steam  pressure  above  180  pounds: 

Set  the  injector  just  above  the  top  of  the  tank.  At 
eight  feet  lift  and  200  pounds  pressure,  the  capacity 
is  about  ten  per  cent,  less  than  normal. 

Cold  water  in  the  tank  is  best  for  the  injector. 
Hot  water  reduces  its  life  and  efficiency.  At  120  de- 
grees temperature  the  capacity  is  about  one-third  be- 
low the  normal.  The  range  of  capacities  is  reduced 
and  no  injector  lifts  as  promptly  with  feed  water  at 
temperatures  above  this. 

Use  large  suction  pipe  and  tank  valve  connections. 
If  the  diameter  is  increased  one  size,  the  gain  in 
capacity  is  from  five  to  ten  per  cent.  Use  large 
strainers  with  small  holes.  Small  strainers  require 
frequent  cleaning.  If  the  holes  are  large,  cinders  and 
coal  pass  through  and  wear  the  injector  tubes.  If 
the  strainer  is  too  small,  the  injector  does  not  give  full 
capacity.  Be  sure  that  the  gasket  between  hose 
and  suction  pipe  is  not  squeezed  so  as  to  close  the 
opening.  The  suction  pipe  must  be  absolutely 
tight;  any  leak  of  air  reduces  the  capacity  and 
makes  the  overflow  valve  jump. 

Delivery  pipe  and  main  check  valve  must  be  of 
ample  area.  If  an  injector  gives  high  back  pressure 
it  is  using  too  much  steam.  If  the  delivery  opening 
is  too  small,  the  power  of  the  injector  is  wasted  in 
increased  friction  in  the  pipes. 

Causes  for  Various  Injector  Dejects.—  Waste  at 


138  LOCOMOTIVE  APPLIANCES. 

the  overflow  when  the  steam  pressure  drops. --Be- 
cause the  tubes  are  designed  for  higher  pressures, 
and  too  much  water  enters  for  the  steam  to  force 
into  the  boiler. 

When  an  injector  delivers  more  water  at  low  steam 
pressures. — The  tubes  are  designed  for  the  lower 
pressure  and  not  enough  water  can  enter  the  com- 
bining tube  to  condense  the  steam— the  vacuum 
inside  this  tube  is  less  strong,  and  not  as  much 
water  is  lifted. 

When  an  injector  will  not  take  hot  water. — The 
opening  of  the  combining  tube  is  too  small  to  per- 
mit sufficient  water  to  enter  to  condense  the  steam, 

When  an  injector  breaks  if  the  valve  is 
throttled.— The  steam  is  not  condensed  and  the 
overflow  is  too  small  to  allow  it  to  discharge  freely, 
so  that  it  is  compelled  to  blow  back  into  the  suction 
pipe. 

When  an  injector  works  better  with  the  steam 
valve  throttled. — The  steam  nozzle  is  too  large;  throt- 
tling the  steam  reduces  the  amount  to  be  condensed 
and  increases  the  vacuum  in  the  combining  tube, 
increases  the  capacity  and  enables  the  engine  to 
steam  better. 

When  an  injector  gives  a  very,  high  back  pressure. 

-The  steam  nozzle  is  larger  than  necessary  to  do  the 

work  of  forcing  the  water  into  the  boiler,  and  live 

steam  is  taken  away  from  the  cylinder  to  heat  the 

delivered  water. 

It  is  so  self-apparent  as  to  require  no  reasoning, 
that  every  engineer  placed  in  charge  of  a  locomotive, 
and  whose  safety  and  that  of  the  lives  in  his  charge 
depends  so  largely  upon  a  proper  supply  of  water  to 


LOCOMOTIVE  APPLIANCES. 


139 


the  powerful  boiler  he  is  operating,  should  thoroughly 
understand  the  construction  and  manipulation  of  the 
injectors  on  his  locomotive,  or  on  other  locomotives 
which  he  may  be  called  upon  to  run  any  day.  He 
should  also  be  prepared  to  proceed  intelligently  and 
promptly  in  case  his  injector  fails  to  do  its  work 
perfectly. 

SELLERS'  CLASS  N  IMPROVED  SELF-ACTING 
INJECTOR. 

This  self-acting  injector  is  designed  especially  for 
locomotive  use.  It  operates  equally  well  when 
supplied  with  water  under  pressure  or  when  it  is 
placed  above  the  level  of  the  water  supply,  provided 
the  height  of  lift  does  not  exceed  fifteen  or  eighteen 
feet. 


FIG.  1. 
Sellers'  Class  N  ImprovecTSelf-Acting  Injector. 

It  is  mainly  on  account  of  its  efficient  positive  action 
and  very  wide  range  of  capacities  at  200  pounds 
steam  pressure,  that  it  is  especially  applicable  to 
high-pressure  locomotive  boilers.  It  should  work 


140 


LOCOMOTIVE  APPLIANCES. 


well  from  the  highest  steam  pressures  used  on  loco- 
motives down  to  thirty-five  pounds  steam  pressure 
without  adjustment  and  without  wasting  at  the  over- 
flow, and  by  regulating  the  water  supply  valve  on 
the  injector,  it  is  claimed  to  work  at  ten  to  fifteen 


FIG.  2. 

Seller's  Class  N  Improved  Self-Acting  Injector. — (Sectional  View). 
LIST  OF  PARTS. 

1.  Delivery  Tube. 

2.  Combining  Tube. 

3.  Steam  Nozzles. 

5.  Spindle  Nut. 

6.  Steam  Stuffing  Box. 

7.  Spindle. 

8.  Crosshead. 

10.  Water  Stuffing  Box. 

11.  Follower. 

12.  Packing  Ring. 

13.  Lock  Nut. 

14.  Follower  for  No.  10. 

15.  Links. 

16.  Packing  Ring. 

19.  Plain.     ?       Rings  for 
19a.  Reduc.  I  Copper  Pipe. 

20.  Check  Valve. - 
22.  Guide  for  No.  20. 


23.  Plain.    /  Unions  for 
23a.  Reduc.  \  Iron  Pipes. 

24.  Coupling  Nuts. 
Injector  Body. 
Wrench. 
Waste  Pipe. 
Waste  Valve. 
Waste  Valve  Cam. 
Jam  Nut  for  No.  29. 
Starting  Lever. 
Cam  Lever. 

Pin,  Nos.  9  and  33. 
Cam  Shaft. 
Washer  on  36. 
Collar  and  Index. 
Funnel. 

Plug  Water  Valve. 
Regulating  Handle. 
Inlet  Valve. 


25. 
27. 
29. 
30. 
31. 
.32. 
33. 
34. 
35. 
36. 
37. 
38. 
39. 
40. 
41. 
42. 


pounds.    As  this  injector  restarts  instantly  under  all 
conditions  of  service,  it  can  well  be  depended  upon. 
Its  construction  is  quite  simple  and  it  is  easy  and 
economical  to  repair. 


LOCOMOTIVE  APPLIANCES.  141 

This  injector  has  shown  most  excellent  results 
when  the  feed  water  is  strongly 'impregnated  with 
lime.  The  tubes  of  all  classes  of  the  same  size  of 
this  injector  are  interchangeable,  thus  greatly  re- 
ducing the  extra  parts  to  be  kept  on  hand. 

While  this  injector  may  be  placed  wherever  it  is 
most  convenient  for  the  engineer,  it  is  generally 
located  within  the  cab  or  part  way  through  the  cab 
frame. 

The  action  of  this  injector  is  as  follows:  Steam  from 
the  boiler  is  admitted  to  the  lifting  nozzles  by  drawing 
the  starting  lever  33  about  one  inch,  without  with- 
drawing the  plug  on  the  end  of  the  spindle  7  from  the 
central  part  of  the  steam  nozzle  3.  Steam  then  passes 
through  the  small  diagonally-drilled  holes  and  dis- 
charges through  the  outside  nozzle,  through  the 
upper  part  of  the  combining  tube  2  and  into  the  over- 
flow chamber,  lifts  the  overflow  valve  30,  and  issues 
from  the  waste  pipe  29.  When  water  is  lifted  the 
starting  lever  33  is  drawn  back,  opening  the  forcing 
steam  nozzle  3,  and  the  full  supply  of  steam  enters  the 
combining  tube,  forcing  the  water  through  the 
delivery  tube  into  the  boiler. 

At  high  steam  pressure  there  is  a  tendency  in  all 
injectors  having  an  overflow  to  produce  a  vacuum  in 
the  chamber  25.  In  the  improved  self-acting  injector 
this  is  utilized  to  draw  an  additional  supply  of  water 
into  the  combining  tube  by  opening  the  inlet  valve 
42,  which  is  forced  by  the  jet  into  the  boiler,  increasing 
the  capacity  about  twenty  per  cent. 

The  water-regulating  valve  40  is  only  to  adjust  the 
capacity  to  suit  the  needs  of  the  boiler.  The  range  is 
unusually  large. 


142  LOCOMOTIVE  APPLIANCES. 

The  cam  lever  34  is  only  used  to  prevent  the  opening 
of  the  overflow  valves  when  it  is  desired  to  use  the 
injector  as  a  heater,  or  to  clean  the  strainer.  The 
joint  between  the  body  25  and  the  waste-pipe  29  is  not 
subject  to  other  pressure  than  that  due  to  the  dis- 
charging steam  and  water  during  starting;  the  metal 
faces  should  be  kept  clean  and  the  retaining  nut  32 
screwed  up  tight. 

To  tighten  up  the  gland  of  the  steam  spindle,  push 
the  starting  lever  33  to  end  of  stroke,  remove  the  little 
nut  5  and  draw  back  the  lever  33.  This  frees  the 
cross-head  8  and  links  15,  which  can  be  pushed  out  of 
the  way,  and  the  follower  12  tightened  on  the  packing, 
to  make  the  gland  steam  tight. 

Operation. — Open  wide  the  valves  in  the  steam  and 
water  supply  pipes  (not  shown).  Draw  the  starting 
lever  33  slowly  all  the  way  back;  this  lifts  the  feed 
water  and  forces  it  into  the  boiler  with  a  single  move- 
ment. Adjust  the  capacity  with  the  water-regulating 
valve  40,  by  means  of  the  handle  41,  to  suit  the  needs 
of  the  boiler.  If  the  water  in  the  tank  is  warm  or  the 
suction  pipe  is  hot,  or  if  the  injector  has  not  been  used 
for  some  time  and  condensed  water  has  accumulated 
in  the  steam  supply  pipe,  draw  the  starting  lever  33 
back  about  an  inch  and  wait  for  the  water  to  appear  at 
the  overflow  before  bringing  the  lever  33  way  back. 
However,  in  all  ordinary  cases  the  injector  should  be 
started  without  the  loss  of  a  large  amount  of  water  at 
the  overflow. 

To  obtain  the  minimum  capacity,  adjust  the  water- 
regulating  valve  40  by  means  of  handle  41  until  puffs 
of  steam  appear  at  the  overflow,  and  then  open 
slightly. 


LOCOMOTIVE  APPLIANCES.  143 

The  following  rules  for  procedure  when  this  injector 
fails  to  do  its  work  perfectly  will  be  found  of  especial 
advantage  to  those  handling  locomotives  equipped 
with  this  injector: 

When  the  Injector  Will  Not  Lift. — (1)  The  suction 
pipe  may  be  filled  with  boiling  water. — Draw  the 
starting  lever  33  back  about  one  inch,  close  lever  over 
waste  valve  34  and  when  the  suction  pipe  is  clear, 
open  quickly,  and  water  will  appear  at  the  overflow. 

(2)  Strainer  stopped  up. --Use  same  method  as 
above,  and,  if  not  effective,  uncouple  pipe  and  clean 
out  strainer. 

(3)  Obstruction  in  lifting  combining  tube. --Un- 
couple the  delivery  pipe  from  the  injector  and  unscrew 
the  tubes;    carefully  examine  all  holes  and  pass  a 
light  brass  wire  through  the  combining  tube  2  and 
the  delivery  tube  1  until  it  strikes  the  check  valve. 
(The  obstruction  may  have  dropped  out  during  the 
removal.) 

(4)  Obstruction    in    the    lifting    steam    nozzle.-- 
Unscrew  spindle  nut  5  and  pull  starting  lever  33 
back,  drawing  off  crosshead  8;    remove  follower  11 
and  pull  out  spindle;  unscrew  stuffing  box  6,  slacken 
lock  nut  13  and  rotate  starting  lever  out  of  the  way. 
Unscrew  steam  nozzles  3  and  hold  lightly  in  vise  by 
the  square  on  taper  end,  using  a  box  wrench  on  the 
upper  hexagon.     When  separate,  clean  very  care- 
fully with  fine  emery  cloth  until  the  metal  is  bright, 
without  altering  diameters.     If  the  surfaces  are  much 
grooved  or  cut,  substitute  new  parts. 

(5)  Inlet  valve  42  may  be  open. --Remove  pin  35, 
unscrew  lock  nut  13  and  swing  starting  lever  33  out 
of  the  way;  unscrew  water  stuffing  box  10  and  remove 


144  LOCOMOTIVE  APPLIANCES. 

water  valve  40;  insert  light  wire  to  see  if  inlet  valve 
42  seats  freely;  if  not,  remove  with  a* wrench  made  of 
a  piece  of  flat  iron.  The  spring  on  the  valve  stem 
should  just  close  valve  when  horizontal. 

When  the  Injector  Will  Lift,  But  Will  Not  Deliver 
the  Water  into  the  Boiler.— (I)  Suction  pipe  choked.— 
This  may  be  shown  by  steam  appearing  at  the  over- 
flow when  the  starting  lever  is  opened  wide>  or  by  the 
delivery  being  too  hot.  The  tank  valve  may  be 
partially  closed  or  hose  lining  loose.  Blow  out  the 
suction  pipe  as  described  before. 

(2)  Main  check  valve  stuck  on  seat.— Shown  by  a 
heavy,  or  by  a  continuous  light  overflow.    Tap  the 
check  valve  lightly  with  a  lead  hammer;    if  not 
effective,  cap  of  valve  will  have  to  be  removed  when 
engine  is  not  under  steam. 

(3)  Main  check  valve  too  small. — Shown  by  a 
continuous  light  overflow  or  drip.     All  valves  should 
have  openings  and  pipe  connections  at  least  as  large 
as  those  of  the  injector.    It  is  usually  advantageous 
to  have  the  suction  pipe  one  size  larger. 

(4)  Obstruction  in  the  tubes. — Uncouple  the  deliv- 
ery end  of  the  injector  and  remove  and  examine  the 
combining  and  delivery  tubes  as  before. 

(5)  Steam  nozzle  3  stopped  up.  -  -Remove  the  steam 
stuffing  box  6  and  the  steam  nozzle  3  as  before 
described,  and  see  if  the  main  nozzle  is  choked. 

(6)  If  the  overflow  valve  30  vibrates  on  its  seat,  and 
the  injector  works  noisily,  look  for  a  leak  in    the 
suction  pipe.     Draw  starting  lever  33  back  about  one 
inch,  close  waste  valve  lever  34  and  close  the  tank 
valve  sufficiently  to  produce  slight  pressure  in  suction 
pipe;  examine  all  joints  and  seams  carefully  for  leak, 


LOCOMOTIVE  APPLIANCES.  145 

which,  with  large  injectors,  may  be  below  the  water 
line. 

General  Instructions.— (1)  Blow  out  all  pipes 
carefully  with  steam  before  attaching  the  injector, 
tapping  the  pipe  with  a  hammer  in  order  to  loosen 
all  the  scale. 

(2)  When  drip  pipe  is  attached  close  to  overflow  of 
injector,  it  must  be  of  ample  size  required. 

(3)  Always  use  a  dry  pipe  attachment  to  insure 
perfectly  dry  steam. 

(4)  The  diameter  of  the  strainer  should  be  large 
enough  to  give  an  ample  supply  of  water  even  when 
some  of  the  holes  are  choked. 

(5)  Keep  all  valves  steam  tight;   all  leaks  tend  to 
increase  rapidly  owing  to  the  velocity  with  which 
steam  passes  through  the  smallest  opening. 

(6)  A  leak  at  the  overflow  valve  30  diminishes  the 
capacity  of  the  injector  and  draws  air  into  the  boiler; 
this  valve  can  be  ground  without  removing  the 
injector  from  the  engine.    Unscrew  the  coupling  nut 
24  and  the  jam  nut  32  at  the  delivery  end;  slide  both 
parts  over  the  boiler  feed  pipe  and  follow  with  the 
overflow  sleeve  29;  this  uncovers  the  valve,  which 
may  then  be  ground  to  a  bearing,  using  only  fine 
sand  or  powdered  quartz. 

Repairs. — The  parts  most  liable  to  wear  depend 
upon  the  condition  of  the  steam  and  the  feed  water. 
Wet  steam  cuts  out  the  lifting  steam  nozzle  without 
affecting  the  other  tubes,  while  grit  or  dirt  in  the 
supply  water  wears  the  outside  of  the  forcing  steam 
nozzle  and  roughens  the  tubes.  Every  injector 
should  work  as  before  described,  and,  if  the  steam 
is  dry  and  the  water  supply  clean,  will  give  long  and 
10 


146  LOCOMOTIVE  APPLIANCES. 

satisfactory  service.  When  new  combining  and 
delivery  tubes  are  required,  remove  old  tubes  from 
body  by  means  of  a  special  wrench  provided  for  that 
purpose;  hold  the  delivery  tube  in  a  vise  and  remove 
piece  No.  22  With  same  wrench;  note  if  shank  of  check 
valve  or  bearing  in  piece  No.  22  are  worn  too  much  for 
use.  Screw  new  parts  together  without  bending, 
always  holding  them  in  vise  as  close  to  the  threads 
as  possible;  then  place  them  between  lathe  centres 
and  tap  lightly  with  a  lead  hammer  until  the  hole  in 
the  end  of  the  combining  tube  runs  perfectly  true. 
See  that  the  seats  on  the  body  and  the  shoulders  of 
the  tubes  show  clean  bright  metal;  put  a  little  black 
lead  and  oil  on  threads  and  screw  firmly  in  place. 

(2)  Keep  the  steam  pipe  and  chamber  free  from  dirt 
and  chips  from  the  threads  on  the  pipes,  and  the 
steam  nozzles  perfectly  clean.    The  steam  nozzle  is 
the  life  of  an  injector,  and  should  be  maintained  in 
best  condition.     If  the  injector  is  new  and  the  lifting 
nozzle  should  fill  up,  remove  from  body  as  previously 
described  and  push  a  piece  of  card-board    down 
through  the  annular  nozzle,  so  as  to  drive  out  the 
dirt;  it  will  probably  not  be  necessary  to  take  the 
nozzles  apart. 

(3)  When  grinding  the  steam  valve,   screw  the 
steam  stuffing  box  rather  tightly  against  its  shoulder 
to  insure  its  proper  alignment,  after  placing  a  rubber 
washer  over  the  holes  leading  to  the  lifting  nozzle  to 
prevent  the  sand  from  working  into  the  lifting  jet; 
this  washer  should,  of  course,  be  provided  with  a  hole 
large  enough  to  admit  the  plug  on  the  end  of  the 
spindle.     Keep  the  steam  valve  perfectly  tight. 

(4)  To  remove  lime  and  scale,  immerse  the  tubes 


LOCOMOTIVE  APPLIANCES.  147 

or  the  whole  injector  in  a  bath  composed  of  ten  parts  of 
water  to  one  part  muriatic  acid.  Remove  as  soon  as 
scale  is  dissolved. 

(5)  It  is  essential  that  the  tubes  and  nozzles  be 
maintained  in  good  condition,  and  that  the  propor- 
tions be  correct,  in  order  to  obtain  the  best  results 
from  an  injector.  The  body  of  this  injector  will  last 
a  lifetime,  but  the  tubes  require  occasional  replacing. 
As  these  can  now  be  purchased  or  made  at  a  very  low 
cost,  it  is  not  good  policy  to  allow  the  condition  of  the 
injector  to  run  down. 


FIG.  3. 
Seller's  Class  M  Improved  Self-Acting  Injector. 

The  Sellers  improved  self-acting  injector  known  as 
"Class  M"  is  of  special  form  and  is  interchangeable 
with  the  "Monitor,"  "Ohio,"  and  other  injectors  having 
connections  standard  therewith. 

This  form  is  shown  by  a  general  view  in  Fig.  3  and 
by  sectional  view  in  Fig.  4.  Its  principle  and  opera- 
tion are  so  nearly  identical  with  the  "Class  N"  injector 
as  to  need  no  special  description. 


148 


LOCOMOTIVE  APPLIANCES. 


FIG.  4. 
Seller's  Class  M  Improved  Self-Acting  Injector.- 


-  (Sectional  View). 


1.  Delivery  Tube. 

2.  Combining  Tube. 

3.  Steam  Nozzles. 

5.  Spindle  Nut. 

6.  Steam  Stuffing  Box. 

7.  Spindle. 

8.  Cross  Head. 

10.  Water  Stuffing  Box. 

11.  Follower. 

12.  Packing  Ring. 

13.  Lock  Nut. 

14.  Follower  for  No.  10. 

15.  Links. 

16.  Packing  Ring. 

10  PHin      I    Rings  for 

19a.  Reduc.  1      Cp?£er 

20.  Check  Valve. 

22.  Guide  for  No.  20. 

23.  Plain.    I  Unions  for 
23s.  Reduc.  S  Iron  Pipes. 

24.  Coupling  Nut. 


LIST  OF  PARTS. 

25.  Injector  Body. 

27.  Wrench. 

29.  Waste  Pipe. 

30.  Waste  Valve. 

31.  Guide  for  No.  30. 

32.  Jam  Nut  for  31. 

33.  Starting  Lever. 

34.  Cam  Lever. 

35.  Pin.  Nos.  9  and  33. 

36.  Pin  through  31  end  34. 

38.  Collar  and  Index. 

39.  Funnel  (lixtrr). 

40.  Plug  Wr,ter  Vr.lve. 

41.  Regulating  Handle. 

42.  •  Inlet  Valve. 

73.  Guide  for  Overflow  Valve  75. 

74.  Heater  Stem. 

75.  Overflow  Valve. 

76.  Follower. 

77.  Pack  Ring  in  73. 

78.  Heater  Lever. 


NATHAN  "SIMPLEX"  INJECTOR. 

The  Simplex  injector  is  what  is  termed  an  auto- 
matic instrument  and  will  restart,  picking  up  the 
water  after  interruption  from  any  cause  such  as  water 
surging  in  the  tank  when  the  supply  is  low.  It  is 
also  self-regulating,  controlling  the  water  without 
waste  at  the  overflow  with  a  varying  pressure  of  steam 


LOCOMOTIVE  APPLIANCES.  149 

from  200  pounds  down  to  50  pounds  without  any 
manipulation  on  the  part  of  the  engineer. 

Below  50  pounds  pressure  the  water  must  be  regu- 
lated by  the  water  valve.  It  will  start  readily,  even 
with  a  hot  suction  pipe.  This  injector  is  provided 
with  an  extra  water  way  which  is  controlled  by  an 
inlet  valve  9,  which  valve  serves  to  increase  the 
injector's  capacity  at  steam  pressures  above  150 
pounds. 

Should  this  valve  9  leak  or  stick  off  its  seat,  the 
key  35  above  may  be  turned  one-half  turn  and  thus 
this  extra  water  way  shut  off.  The  injector  will  then 
start  and  work  as  an  ordinary  injector. 

The  range  of  reduction  in  this  injector  is  nearly 
sixty  per  cent,  and  is  obtained  by  means  of  the  water 
valve.  The  steam  valve  is  supposed  to  be  wide  open 
at  all  times. 

The  thumb  screw  on  the  lever  guide  is  simply  to 
keep  the  lever  in  a  slightly  open  position  whenever 
the  injector  is  used  as  a  neater,  so  that  the  entire 
pressure  may  not  be  put  on  the  hose  alone. 

The  only  parts  liable  to  need  attention  are  the  steam 
valve  and  the  inlet  valve.  Should  the  injector  get 
hot  every  time  when  out  of  use,  it  is  -evident  the  steam 
valve  leaks  and  should  be  ground  in.  In  case  there 
is  any  difficulty  in  starting  the  injector,  it  may  be  the 
inlet  valve  is  out  of  place  (or  unseated),  and  in  such  a 
case  turn  the  key  35  a  half  turn,  with  the  letter  *S  on 
the  upper  face  of  the  square  spindle  end,  and  the 
injector  will  go  to  work.  At  the  end  of  the  run  this 
valve  may  be  given  the  necessary  attention. 

To  use  this  injector  as  a  heater,  close  the  heater 
cock  check  and  draw  out  the  starting  lever. 


150 


LOCOMOTIVE  APPLIANCES. 

831109  OJ. 


LOCOMOTIVE  APPLIANCES. 


151 


In  starting  on  high  lifts  and  in  lifting  hot  water, 
pull  out  the  starting  lever  slowly. 

To  start  the  injector,  pull  out  the  lever;  to  stop, 
push  in  the  lever. 

NATHAN  "MONITOR"  INJECTOR.. 
While  this  type  of  injector  is  not  of  such  recent 
design  as  the  "Simplex"  there  are  a  great  many  in  use. 


FIG.  6.    Nathan  "Monitor' 
LIST  OF 

1.  Body  (back  part) . 

2.  Body  (front  part). 

3.  Body  Screw. 

4.  Yoke. 

5.  Yoke  Gland. 

6.  Yoke  Packing  Nut. 

7.  Yoke  Lock  Nut. 

8.  Steam  Valve  Disc  and  Nut. 

9.  Steam  Valve  Spindle. 

10.  Steam  Valve  Handle. 

11.  Steam  Valve  Rubber  Handle. 

12.  Steam  Valve  Top  Nut. 

13.  Jet  Valve  Disc  and  Nut. 

14.  Jet  Valve  Spindle. 

15.  Jet  Valve  Bonnet  and  Nut. 

16.  Jet  Valve  Gland. 

17.  Jet  Valve  Lever  Handle. 

18.  Jet  Valve  Top  Nut. 
18a.  Jet  Tube. 

18b.  Lifting  Nozzle. 

19.  Water  Valve. 
19a.  Eccentric  Spindle. 

20.  Water  Valve  Bonnet. 


OVERFLOW 


'  Injector  (Sectional  View.) 
PART3: 
23.     Water  Valve  Lever  Handle. 

25.  Steam  Nozzle. 

26.  Intermediate  Nozzle. 

27.  Condensing  Nozzle 

28.  Delivery  Nozzle. 

30.  Line  Check. 

31.  Line  Check  Valve. 

32.  Stop  Ring. 

33.  Overflow   Nozzle. 

33a.  Overflow  Chamber  with  Nut. 

34.  Heater  Cock  Check. 

35.  Heater  Cock  Bonnet  and  Nut. 

36.  Heater  Cock  Spindle. 

37.  Heater  Cock  T  Handle. 

38.  Coupling  Nut — Steam  End. 
38a.  Tail  Piece — Steam  End. 

39.  Coupling  Nut— Water  End. 
39a.   Tail  Piece — Water  End. 

40.  Coupling  Nut — Delivery  End. 
40a.  Tail  Piece — Delivery  End. 

41.  Water  Chamber. 

42.  Vacuum  Chamber. 


152  LOCOMOTIVE  APPLIANCES. 

Its  method  of  operation  and  a  description  of  its  parts 
are  therefore  given  here. 

Operation. — Valve  19  is  opened  by  means  of  lever 
23,  which  admits  water  into  chamber  41 .  Valve  13  is 
then  opened  by  means  of  lever  17,  which  admits  steam 
into  tube  18a,  escaping  into  overflow,  thus  creating  a 
partial  vacuum  in  chamber  41  by  means  of  communi- 
cation, through  chamber  42,  with  valve  34  open, 
drawing  water  from  tank  into  chamber  41,  nozzle  26, 
and  escaping  at  overflow.  When  water  thus  appears, 
valve  8  is  opened  by  means  of  lever  10,  admitting 
steam  into  nozzles  25,  26,  27  and  28,  forcing  check 
valve  31  open  and  forcing  the  water  already  in  cham- 
ber 41  into  delivery  pipe,  thus  supplying  the  boiler. 
Water  is  regulated  by  valve  19.  To  shut  the  injector 
off,  valve  8  is  closed. 

METROPOLITAN  LOCOMOTIVE  INJECTOR. 

The  Metropolitan  "1898"  Locomotive  Injector  is  a 
double-tube  injector,  composed  of  a  lifting  set  of  tubes 
which  lift  the  water  and  deliver  it  to  the  forcing  set  of 
tubes  under  pressure,  which  in  turn  force  the  water 
into  the  boiler. 

The  lifting  set  of  tubes  act  as  a  governor  to  the 
forcing  tubes,  delivering  the  proper  amount  of  water 
required  for  the  condensation  of  the  steam,  thus 
enabling  the  injector  to  work  without  any  adjustment 
under  a  great  range  of  steam  pressure,  handle  very 
hot  water  and  admit  of  the  capacity  being  regulated 
for  light  or  heavy  service  under  all  conditions. 

This  injector  will  start  with  30  to  35  pounds  steam 
pressure,  and,  without  any  adjustment  of  any  kind 
will  work  at  all  steam  pressures  up  to  300  pounds.  It 


LOCOMOTIVE  APPLIANCES. 


153 


FIG.  7. 
The  Metropolitan  "1898"  Locomotive  Injector. 


LIST  OF  PARTS. 


202.  Packing  Nut  for  261.  233. 

203.  Champ  Ring.                            .  234. 

205.  Steam  Swivel  Ring.  236. 

206.  Steam  Valve.  237. 

207.  Forcing  Steam  Jet.  238. 

208.  Forcing  Combining  Tube.  239. 

209.  Check  Valve  Cap.  240. 

210.  Check  Valve.  241. 

211.  Check  Valve  Casing.  245. 

212.  Overflow  Valve  Stem.  246. 

213.  Auxiliary  Steam  Valve.  247. 

214.  Packing  Gland  for  No.  212.  248. 

215.  Overflow  Valve.  249. 

216.  Overflow  Valve  Lever.  250. 

217.  Overflow  Center  Piece.  258. 

218.  Regulating  Valve  Handle  Nut.       259. 

220.  Regulating  Valve  Wheel.  260. 

221.  Regulating  Valve  Stem.  261. 

222.  Packing  Nut  for  No.  221.  262. 

223.  Regulating  Valve  Center  Piece.        263. 

224.  Lifting  Steam  Jet.  264. 

225.  Lifting  Combining  Tube.  265. 

227.  Overflow  Valve  Pin.  266. 

228.  Overflow  Bolt.  267. 

229.  Nut  for  Bolt  No.  228.  268. 
231.  Stud  Bolt.  269. 


Regulating  Valve  Wheel  Disc. 

Nut  for  Overflow  Disc. 

Union  Nut,  Steam  End. 

Tail  Pipe,  Steam  End. 

Tail  Pipe,  Suction  End. 

Union  Nut,  Suction  End. 

Tail  Pipe,  Delivery  End. 

Union  Nut,  Delivery  End. 

Nut  for  Stud  Bolts  in  Flange. 

Union  Overflow  Nozzle. 

Union  Nut  for  Overflow  Nozzle. 

Overflow  Valve  Cap. 

Disc  for  Overflow  Valve. 

Tail  Pipe  for  Overflow  Nozzle. 

Fulcrum  Collar. 

Fulcrum  Nut. 

Steam  Packing  Gland. 

Steam  Valve  Stem. 

Steam  Center  Piece. 

Side  Links. 

Overflow  Connecting  Bar. 

Bolt  for  Steam  Valve  Stem. 

Fulcrum  Bolt. 

Nut  for  Bolt  No.  265. 

Nut  for  Bolt  No.  266. 

Lever. 


154  LOCOMOTIVE  APPLIANCES. 

is  claimed  that  at  all  steam  pressures  and  under  all 
conditions  its  operation  is  the  same.  When  working, 
all  the  water  must  be  forced  into  the  boiler.  It  is 
impossible  for  part  or  all  the  water  to  waste  at  the 
overflow  should  the  steam  pressure  vary. 

The  independent  lifting  apparatus  produces  a 
strong,  powerful  vacuum,  which  enables  the  injector 
to  promptly  lift  the  water  when  subjected  to  the  severe 
conditions  of  a  hot  suction  pipe,  leaking  check  valves, 
and  hot  water  supply. 

This  injector  will  handle  very  hot  feed  water.  It 
starts  readily,  taking  feed- water  at  140°  Fahr.  with 
steam  pressures  up  to  150  pounds,  and  135°  Fahr.  with 
a  steam  pressure  of  175  pounds,  and  130°  Fahr.  with 
a  steam  pressure  of  200  pounds. 

Regulation  of  capacity  is  an  important,  in  fact 
indispensable,  feature  of  the  perfect  locomotive 
injector.  With  this  injector  the  capacity  can  be 
regulated  for  light  or  heavy  service  under  all  steam 
pressures  and  with  hot  as  well  as  with  cold  feed  water. 

To  Connect  and  Operate. — Place  the  injector  above 
the  level  of  the  water  in  the  tender  within  reach  of  the 
engineer.  Take  steam  from  the  dome  through  a  dry 
pipe;  should  the  injector  be  placed  outside  the  cab, 
extension  fittings  must  be  usejj. 

To  Start  the  Injector.— Pull  the  lever  back  slightly 
until  the  resistance  of  the  main  steam  valve  is  felt. 
This  lift's  the  water.  As  soon  as  the  water  is  lifted, 
pull  the  lever  back  steadily  as  far  as  it  will  go.  The 
injector  will  then  be  feeding.  Do  not  push  lever  in  to 
regulate  the  feed;  it  must  be  pulled  back  as  far  as  it 
will  go. 

To  Regulate  the  Feed. — To  increase  the  capacity 


LOCOMOTIVE  APPLIANCES.  155 

turn  the  wheel  to  the  left.  To  decrease  the  capacity 
turn  the  wheel  to  the  right. 

To  Use  as  a  Heater. — Close  the  overflow  valve  by 
disconnecting  the  connecting  bar  and  pulling  it 
back.  Admit  steam  by  pulling  the  lever  slightly. 

General  Suggestions  for  Piping  and  Making 
Repairs. — The  Injector  is  preferably  located  inside 
the  cab  thus  being  directly  under  control  of  the 
engineer.  It  is  necessary  that  the  steam  pipe  and 
the  opening  in  the  main  steam  valve  be  as  large  as 
the  steam  connection  so  that  the  injector  will  receive 
a  full  supply  of  steam.  If  it  does  not  receive  a  full 
supply  of  steam  it  will  be  sensitive  or  refuse  to  work 
at  all.  The  suction  and  delivery  pipes  must  also  be 
large. 

Repairing. --The  forcing  combining  tube  208  is 
subject  to  the  greatest  wear,  also  to  incrustation  from 
limy  or  impure  water.  When  this  tube  shows  signs 
of  wear,  if  but  little,  the  roughened  part  can  be 
smoothed.  If  the  wear  is  considerable  a  new  tube 
should  be  inserted.  In  time  the  forcing  steam  jet  207, 
the  lifting  steam  jet  224,  and  the  lifting  combining 
tube  225,  will  wear  and  should  be  renewed.  The 
automatic  overflow  valve  215  must  be  tight,  and  if  it 
does  rtot  seat  tight  it  should  be  promptly  reground. 
If  this  valve  leaks  it  will  allow  the  water  discharged 
from  the  forcing  combining  tube  208  to  flow  back  and 
heat  the  water  between  the  lifter  and  the  forcer  so  that 
the  injector  will  break. 

The  final  overflow  valve  is  made  with  a  special 
disc  249,  which  is  soft.  This  prevents  any  damage 
being  done  to  the  valve  seat.  These  discs  are  inex- 
pensive, easily  renewed,  and  do  away  with  the 


156  LOCOMOTIVE  APPLIANCES, 

grinding  of  the  valve  to  its  seat.  Should  the  steam 
valve,  206  and  213,  leak,  it  should  be  reground 
promptly. 

The  sectional  view  shows  the  injector  with  the 
vertical  form  of  check  valve.  If  the  feed  water  is 
limy  or  impure,  a  swing  check  valve,  as  illustrated 
and  described  elsewhere,  should  be  used.  The  lever 
movement  as  shown  in  the  diagram  is  the  improved 
lever  attachment.  The  first  Metropolitan  "  1 898"  loco- 
motive injectors  made  had  a  different  form  of  lever 
attachment. 

THE  "HANCOCK"  LOCOMOTIVE  INSPIRATOR. 

The  difference  between  an  inspirator  and  an  injector 
is  that  the  former  is  a  double  apparatus  having  both 
lifting  and  forcing  jets  and  tubes  combined,  and 
operating  with  a  closed  overflow,  while  the  lifting 
injector  has  these  two  parts  independent  one  from 
the  other. 

The  type  of  Hancock  inspirator  of  which  Fig.  8  is  a 
general  and  Fig.  9  a  sectional  view,  is  designed  to 
meet  the  demand  for  an  instrument  of  the  class  which 
is  operated  by  one  lever  or  handle.  The  regulating 
valve  105,  which  is  directly  under  the  lever,  throttles 
the  steam  supply  to  the  lifter  steam  nozzle  only, 
thereby  reducing  the  capacity  of  the  inspirator  from 
the  maximum  to  the  minimum  without  the  use  of  a 
"lazy  cock."*  This  arrangement  neither  disturbs  the 
suction  by  creating  an  increased  vacuum  in  the  pipe, 
nor  impairs  the  effectiveness  of  the  forcing  apparatus. 

*  "Lazy  Cock"  was  the  term  applied  to  the  valve  formerly 
located  in  the  feed-water  pipe,  by  the  opening  and  closing  of  which 
the  regulation  of  the  amount  of  feed-water  supplied  was  effected. 


LOCOMOTIVE  APPLIANCES. 


157 


Pipe  Connections.- —To  obtain  the  best  results, 
locate  the  inspirator  with  the  overflow  nozzle  108 
about  four  inches  above  the  water  in  the  tank.  Take 
the  steam  direct  from  the  dome  or  highest  part  of  the 
boiler,  and  not  from  a  pipe  which  furnishes  steam  for 


FIG.  8. 
Hancock  Locomotive  Inspirator. 


other  purposes.  Place  a  globe  valve  in  the  steam 
pipe,  and  blow  it  out  thoroughly  before  connecting 
the  inspirator,  to  remove  any  redlead,  chips,  etc. 

All  openings  in  the  steam  connections  from  the 
inspirator  to  the  dome  and  the  openings  in  the  suction 


158 


LOCOMOTIVE  APPLIANCES. 


or  feed-pipe  connections  from  the  inspirator  to  the  tank 
must  be  of  ample  size.  The  overflow  pipe  should  be 
the  full  size  of  the  inspirator  connection  and  as  nearly 
straight  as  possible.  The  end  of  the  overflow  pipe 
must  be  open  to  the  air,  and  not  piped  below  the  sur- 
face of  the  water. 


OVERFLOW 


FIG.  9. 
Hancock  Locomotive  Inspirator. 

Operation. — To  start  the  inspirator  draw  trie  lever 
back  to  lift  the  water,  then  draw  it  back  slowly  to  the 
stop.  When  the  lever  137  is  drawn  back  slightly, 
steam  is  admitted  to  the  lifter  steam  valve  130  through 
the  forcer  steam  valve  126  to  the  lifter  steam  nozzle 
101.  The  velocity  of  the  steam  into  the  lifter  com- 


LOCOMOTIVE  APPLIANCES. 


159 


birring  tube  102  creates  a  vacuum,  and  causes  the 
water  to  flow  through  the  lifter  combining  tube  102, 
condensing  the  steam,  and  out  through  the  intermedi- 
ate overflow  valve  121  and  through  the  final  overflow 
valve  117  in  the  delivery  chamber.  A  further  move- 
ment of  the  lever  137  opens  the  forcer  steam  valve  126 
admitting  steam  to  the  forcer  steam  nozzle  103  and  to 
the  forcer  combining  tube  104,  and  creating  a  pressure 
in  the  delivery  chamber  sufficient  to  close  the  inter- 


LIST  OF  PARTS 

101.  Lifter  Steam  Nozzle. 

102.  Litter  Tube. 

103.  Forcer  Steam  Nozzle. 
10  i.      Forcer  Combining  Tube. 


117. 


105.  Regulating  Valve  Spindle. 
Rubber  Wheel  for  105. 
Back  Plate  for  105. 
Brass  Washer  for  105. 
Screw  for  105. 

106.  Connecting  Rod. 
Spring  for  106. 

108.     Overflow  Nozzle. 
111.     Line  Check  Valve. 

Case  for  111. 

Cage  for  111. 

113.  Brazing  Nipple  for  Steam  Con- 

nection. 

Brazing  Nipple  for  Suction  Con- 
nection. 
Brazing    Nipple    for    Delivery 

Connection. 
Brazing    Nipple    for    Overflow 

Connection. 
Threaded     Nipple     for     Steam 

Connection. 
Threaded    Nipple    for    Suction 

Connection. 
Threaded    Nipple  for    Delivery 

Connection. 
Threaded   Nipple  for  Overflow 

Connection. 

114.  Coupling    Nut  for  Steam  Con- 

nection. 

Coupling  Nut  for  Suction  Con- 
nection. 

Coupling  Nut  for  Delivery  Con- 
nection. 

Coupling  Nut  for  Overflow  Con- 
nection. 

115.  Connecting  Link  for  Final  Over- 

flow Valve. 
Steel  Pin  for  115. 
Tobin  Bronze  Bolt  for  115. 


118. 
119. 


120. 


121. 
122. 

123. 
124. 
125. 


127. 
128. 
130. 
131. 

132. 


133. 
134. 


137. 

145. 
146. 


FIG.  9. 

Tobin  Bronze  Nut  for  Bolt  for 
115. 

Final  Overflow  Valve  Stem. 

Disc  for  117. 

Nut  for  117. 

Bonnet  for  Final  Overflow 
Valve. 

Packing  Nut  for  Final  Overflow 
Valve. 

Bonnet  for  Intermediate  Over- 
flow Valve. 

Tobin  Bronze  Cap  Screw  for 
120. 

Iron  Washer  for  120. 

Intermediate  Overflow  Valve. 

Holder  for  Overflow  Valve 
Crank. 

Adjusting  Ring. 

Bonnet  for  Regulating  Valve. 

Packing  Nut  for  Regulating 
Valve. 

Forcer  Steam  Valve. 

Coupling  Nut  for  126. 

Bonnet  for  Steam  Valve. 

Packing  Nut  for  Steam  Valve. 

Lifter  Steam  Valve. 

Tobin  Bronze  Stud  for  Connect- 
ing Rod. 

Tobin  Bronze  Stud  for  122  and 
133. 

Tobin  Bronze  Nuts  for  122  and 
133. 

Crank  for  Overflow  Valve. 

Side  Strap — right  hand. 

Side  Strap — left  hand. 

Tobin  Bronze  Bolt  for  134. 

Tobin  Bronze  Nuts  for  Bolt  for 
134. 

Lever. 

Wood  Handle  for  137. 

Screw  for  137. 

Tobin  Bronze  Pin  Connecting 
137  and  146. 

Steam  Valve  Stem. 


160  LOCOMOTIVE  APPLIANCES. 

mediate  overflow  valve  121  and  open  the  intermediate 
or  line  check  valve  111. 

The  final  overflow  valve  117  will  be  closed  and  the 
inspirator  in  full  operation  when  the  lever  is  drawn 
back  to  the  stop.  When  the  pin  in  the  wheel  of  the 
regulating  valve  is  at  the  top,  the  inspirator  will 
deliver  its  maximum  quantity  of  water;  to  reduce  the 
feed,  turn  the  regulating  wheel  to  the  right. 

To  use  the  heater  attachment  lift  the  connecting 
rod  until  disengaged  from  the  stud  in  the  lever,  then 
draw  back  the  connecting  rod  to  close  the  overflow 
valve.  Regulate  the  quantity  of  steam  by  the  lever 
without  throttling  the  main  steam  valve  on  the 
boiler. 

If  the  inspirator  "breaks"  or  will  not  start  promptly, 
see  if  there  is  a  leak  in  the  suction  connections.  If 
the  openings  into  the  tank  are  too  small,  or  the  hose 
strainer  clogged,  or  the  hose  kinked  or  its  lining  col- 
lapsed, the  inspirator  will  not  get  a  sufficient  supply 
of  water. 

If  the  inspirator  will  lift  the  water,  but  will  not 
deliver.it  into  the  boiler,  see  that  the  main  (boiler) 
check  valve  is  in'  proper  working  order.  If  the  open- 
ing in  the  main  steam  valve  or  its  connections  is  not  of 
the  required  size  or  there  is  a  leak  in  the  dry  pipe,  the 
supply  of  steam  will  be  insufficient. 

If  the  overflow  pipe  is  smaller  than  the  overflow 
nozzle  there  will  be  back-pressure,  which  will  interfere 
with  the  proper  working  of  the  inspirator. 

Injectors  sometimes  fail  to  operate  when  the  water 
is  low  in  the  tank,  but  an  inspirator  will  continue  to 
operate  when  properly  supplied  with  steam  and  water, 
and  will  not  "break"  unless  the  water  is  taken  from  the 


LOCOMOTIVE  APPLIANCES.  161 

suction.    An  engineer  will  quickly  know  by  the  sound 
when  an  inspirator  "breaks." 

THE  HANCOCK  "COMPOSITE"  LOCOMOTIVE 
INSPIRATOR. 

The  "composite"  is  a  compound  Hancock  inspirator, 
consisting  of  two  separate  and  individual  inspirators 
within  one  body,  which  can  be  operated  separately  or 
simultaneously,  as  desired. 

Each  and  every  part  of  a  "composite"  type  inspirator 
that  is  subject  to  wear  and  renewal  is  identical  in 


FIG.  10. 
Hancock  "Composite"  Locomotive  Inspirator. 

design  and  interchangeable  with  the  corresponding 
part  of  the  standard  locomotive  inspirator  of  the 
same  size. 

This  instrument  enables  two  inspirators  to  be  con- 
nected with  practically  the  expense  of  connecting  one, 
thus  giving  two  independent  ways  of  feeding  the 
11  * 


162  LOCOMOTIVE  APPLIANCES. 

boiler.  By  making  practice  of  operating  one  instru- 
ment one  time,  and  the  other  the  next,  both  are  con- 
stantly kept  in  perfect  working  order.  The  "com- 
posite" takes  up  practically  no  more  room  than  a 
single  instrument. 

Where  it  may  be  desired  to  locate  both  injectors  on 
one  side  of  the  locomotive  convenient  to  either  the 
engineer  or  fireman  who  has  charge  of  pumping  the 
engine,  or  on  the  boiler  butt  available  to  both,  the 
advantages  of  the  "composite"  are  apparent. 

This  instrument  can  be  used  and  a  steady  feed  kept 
when  there  is  a  great  variation  in  the  power  used. 
With  the  various  combinations  of  nozzles  used  it  is 
possible  to  keep  a  steady  feed  when  using  but  eighteen 
per  cent,  of  the  maximum  horse  power  of  the  boiler. 
For  example,  take  the  special  size  of  the  "composite," 
arranged  with  size  40  nozzles  in  one  side  and  size  55 
nozzles  in  the  other;  when  both  instruments  are  work- 
ing simultaneously  the  water  delivered  is  sufficient  to 
supply  1150  H.  P.  of  boilers;  by  shutting  off  the  size 
55  inspirator,  and  reducing  the  feed  of  the  size  40 
inspirator,  steady  feed  for  200  H.  P.  can  be  main- 
tained. Engineers  will  appreciate  the  advantages  of 
this  instrument  where  there  is  a  great  variation  of 
power  used. 

By  removing  the  delivery  connection,  which  is 
joined  to  the  body  by  a  flanged  joint,  the  forcing  tubes 
of  each  inspirator  are  easily  removed  for  cleaning  or 
repair.  The  valve  mechanism  of  each  instrument 
is  independent,  the  same  as  the  Hancock  inspirator, 
previously  shown.  The  capacity  of  each  inspirator 
can  be  regulated  by  the  regulator.  The  minimum 
capacity  is  obtained  by  using  the  smaller  inspirator 


LOCOMOTIVE  APPLIANCES.  163 

with  reduced  feed.  The  maximum  capacity  by  work- 
ing both  inspirators  full. 

Operation. — The  Hancock  "composite"  inspirator  is 
operated  the  same  as  the  Hancock  inspirator,  type 
"A." 

When  it  is  desired  to  use  both  inspirators  at  the 
same  time,  start  one,  and  after  it  is  going  start  the 
other. 

The  arrangement  of  the  different  connections  to  the 
"composite"  inspirator  are  somewhat  varied.  All 
have  one  each  steam  and  overflow  connections  and  a 
double  suction  connection — one  to  the  left  and  the 
other  to  the  right  tank  valve.  The  delivery  connec- 
tions can  be  combined,  as  shown  in  Fig.  10,  to  feed 
through  a  single  boiler  check,  or  entirely  separate, 
supplying  the  boiler  independently  through  each 
boiler  check. 

THE  LUNKENHEIMER  LOCOMOTIVE  INJECTOR. 

The  Lunkenheimer  '99  model  standard  injector  is 
claimed  by  the  manufacturers  to  be  especially  suitable 
for  high-pressure  work.  The  machine  is  of  the  double 
tube  positive  closing  overflow  type,  but  the  lifting  and 
forcing  tubes  are  all  in  one  line,  and,  in  this  respect,  it 
differs  in  construction  from  the  Metropolitan,  Han- 
cock and  other  machines,  where  the  lifting  tubes  are 
situated  below  the  forcing  set. 

This  injector  also  differs  in  several  other  particu- 
lars; for  instance,  the  regulation  of  the  water  dis- 
charge is  accomplished  in  a  different  manner  from 
any  other  injector.  In  the  Lunkenheimer  injector  the 
amount  of  steam  required  to  lift  the  forcing  water  is 
reduced  in  direct  proportion  to  the  amount  of  water 


164 


LOCOMOTIVE  APPLIANCES. 


discharged.  In  other  forms  of  injectors  the  amount 
of  forcing  steam  remains  constant,  while  only  the 
lifting  steam  and  water  are  decreased.  The  effect  of 
this  reduction  of  all  three  items  in  proportion  results 
in  causing  the  discharge  to  be  cooler  at  minimum  than 
in  other  injectors  of  this  class. 


FIG.  11. 
Lunkenheimer  "  '99"  Model  Injector. 


The  grading,  as  described  in  detail  below,  is  accom- 
plished by  moving  the  steam  tube  (2)  in  and  out  by 
means  of  the  crank  handle  (56)  situated  at  the  back 
end  of  the  machine. 

Mode  of  Action.- -In  starting,  lever  (59)  is  drawn 


LOCOMOTIVE  APPLIANCES.  165 

back  slightly.  This  movement  draws  the  steam 
valve  (7)  back  and  unseats  same  partially,  which 
admits  the  lifting  steam  through  passages  in  cap  (3) 
and  huddler  (4),  out  around  steam  tube  (2),  into  the 
water  lifting  tube  (5),  opening  valve  (11)  and  exhaust- 
ing partially  through  the  valve  (4)  and  also  through 
the  tube  (6)  and  out  through  overflow  valve  (15)  into 
the  atmosphere.  The  steam  thus  exhausted  exerts  a 
strong  draught  in  the  suction  branch,  discharges  the 
air,  and  the  water  is  "lifted."  When  water  appears  at 
the  overflow,  lever  (59)  is  drawn  all  the  way  back. 
This  movement  uncovers  the  ports  in  the  movable 
steam  tube,  admitting  the  jet  of  forcing  steam,  which 
drives  the  water  through  the  forcer  combining  tube 
(6).  By  the  same  movement  of  the  lever  (59)  the  rod 
(20)  is  withdrawn  and  valve  (15)  is  seated  by  the 
increasing  pressure  in  the  delivery  chamber.  Valve 
(11)  is  also  seated  by  the  pressure  on  top  of  same,  and 
all  water  is  forced  through  the  tube  (6),  overcomes  the 
boiler  pressure  on  line  check  valve  (17)  and  passes 
into  the  feed  pipe.  The  amount  of  water  delivered  is 
regulated  by  the  movable  steam  tube  (2).  This  tube 
moves  longitudinally  through  the  other  tubes  in  the 
machine  and  is  actuated  by  the  threaded  stem  (1)  and 
crank  (56).  To  deliver  the  maximum  amount  of 
water  the  tube  is  withdrawn  to  its  limit.  This  admits 
the  maximum  amount  of  steam  around  the  outside  of 
the  tube  to  lift  the  water,  and  also  to  the  interior  of 
same  to  force  the  jet  of  water  into  the  boiler.  The 
withdrawal  of  tube  (2)  also  increases  the  passageway 
around  same  and  through  tubes  (5  and  6).  When  it 
is  desired  to  reduce  the  capacity,  the  crank  (56)  is 
turned  from  left  to  right,  which  forces  the  tube  (2) 


166  LOCOMOTIVE  APPLIANCES. 

into  the  openings  in  tubes  (4,  5  and  6).  The 
effect  of  this  is  : 

First.  To  cut  off  the  amount  of  forcing  steam  pass- 
ing through  the  ports  in  the  end  of  tube  (2)  as  same  is 
moved  into  the  tubular  extension  of  huddler  (4). 

Secondly.  It  decreases  the  passage  of  lifting  steam 
around  tube  (2)  and  through  huddler  (4),  due  to  the 
tapering  diameter  of  tube  (2)  approaching  the  fixed 
internal  diameter  of  huddler  (4). 

Thirdly.  The  passage  ways  through  tubes  (5  and 
6)  are  decreased  as  the  tube  (2)  is  passed  into  same. 

The  amount  of  steam  required  is  decreased  propor- 
tionately to  the  quantity  of  water  discharged.  In 
other  injectors  the  discharge  of  steam  remains  con- 
stant, while  the  water  alone  is  decreased  in  quantity. 
The  result  of  this  method  is  that  this  injector  delivers 
water,  when  working  at  minimum,  at  a  low  tempera- 
ture. As  scale  only  forms  when  water  is  heated  to 
high  temperatures,  there  is  less  liability  of  trouble 
from  this  cause  than  with  machines  where  the  dis- 
charge is  very  hot. 

The  auxiliary  water  valve  (12)  is  situated  at  the  side 
of  the  machine  and  controls  the  port  between  the 
suction  branch  and  the  intermediate  chamber  of  the 
injector,  see  sectional  cut.  The  function  of  this  valve 
is  to  make  the  injector  self-adjusting  and  unaffected 
by  variations  of  steam  pressure.  At  certain  pressures 
the  water  lifting  tube  does  not  deliver  a  sufficient 
quantity  of  water  to  condense  the  steam,  and  at  such 
times  the  vacuum  formed  in  the  chamber  causes  the 
valve  (12)  to  open  and  admit  the  additional  amount  of 
water  required. 

This  machine  is  claimed  to  be  very  economical  and 


LOCOMOTIVE  APPLIANCES.  167 

efficient,  and  will  work  at  all  pressures  from  seventy  to 
two  hundred  and  fifty  pounds  without  any  adjustment 
whatever. 

THE  OHIO  LOCOMOTIVE  INJECTOR. 

The  Ohio  injector  is  noted  for  its  simplicity,  having 

few  parts  and  those  arranged  conveniently  for  repairs. 

It  will  be  noted  from  the  sectional  view  here  shown 


FIG.  12. 

The  Ohio  Locomotive  Injector 
(Sectional  View). 

that  the  combining  tube  and  the  delivery  tube  are 
screwed  directly  to  the  delivery  end  connection  on  the 
right  in  the  cut,  and  can  be  taken  out  with  an  ordi- 
nary wrench  without  disturbing  the  other  tubes;  the 
lifting  tube,  instead  of  being  screwed  to  the  injector 
body,  is  held  in  place  between  the  two  flanges  which 
are  bolted  together,  as  shown.  This  design  lessens 
the  liability  of  marring  or  breaking  the  tubes  in  their 
removal  for  inspection  or  repairs,. 


168 


LOCOMOTIVE  APPLIANCES. 


This  injector  is  interchangeable  with  the  other 
principal  injectors  used,  the  size  and  location  of  its 
connections  being  the  same. 

THE  NIAGARA  LOCOMOTIVE  INJECTOR. 

This  injector  is  of  the  double  tube  type,  strongly 
built,  and  is  thoroughly  balanced,  requiring  but  little 
effort  to  operate  it. 


FIG.  13. 

The  Niagara  Locomotive  Injector. 
(Sectional  View.) 

The  forcing  water  and  steam  nozzles  are  both 
connected  directly  with  the  spindle  operated  by  the 
handle  (//).  The  overflow  valve  is  in  a  vertical  posi- 
tion. The  regulation  is  effected  by  the  spindle  (*S) 
reducing  the  quantity  of  steam  supplying  the  suction 
steam  nozzle,  thereby  diminishing  the  quantity  of 
water  delivered  to  the  forcing  nozzle. 

The  cut  shows  the  injector  adapted  to  the  Sellers 
pipe  connection.  By  interchanging  overflow  nozzle 


LOCOMOTIVE  APPLIANCES. 


169 


(C)  with  plug  (P)  and  replacing  tne  water  connection 
(E)  with  a  longer  leg,  the  Monitor  pipe  connections 
are  obtained. 

Operation. — To  start,  pull  the  handle  slightly  until 
water  appears  at  overflow  (C),  then  draw  handle 
completely  back. 

To  stop,  push  handle  forward  through  its  full 
stroke. 

To  regulate  its  capacity,  turn  wheel  (S). 

To  Use  as  a  Heater. — Pull  handle  back  with  a  quick 
motion,  through  its  full  stroke.  When  used  as  a 
heater  a  full  head  of  steam  cannot  blow  back  into  the 
tender,  and  thus  the  water  hose  are  protected  against 
being  blown  off. 

"LITTLE  GIANT"  LOCOMOTIVE  INJECTOR. 


1.  Body. 

2.  Stuffing  Box. 

3.  Starting  Lever. 

4.  Injector  Lever. 

5.  Right  and  Left  Nut. 

6.  Starting  Valve  Body. 

7.  Main  Valve. 

8.  Jet  Valve. 

9.  Jet  Valve  Stem. 

10.  Starting  Valve  Link. 

11.  Fulcrum. 

12.  Stuffing  Box  Nut. 

13.  Large  Packing  Nut. 

14.  Small  Packing  Nut. 


FIG.  14. 
Little  G|ant  Locomotive  Injector. 

(Sectional  View.) 
LIST  OF  PARTS. 

15.  Overflow  Cap. 

16.  Overflow  Valve. 

17.  Overflow  Nozzle. 

18.  Check  Valve  Stop. 

19.  Coupling  Nut. 

20.  Swivel. 

21.  Combining  Tube  Clamp. 

22.  Quadrant. 

23.  Thumb    Screw. 

24.  Steam    Tube. 

25.  Combining  Tube. 

26.  Discharge  Tube. 

27.  Check  Valve. 


170 


LOCOMOTIVE  APPLIANCES. 


This  injector  is  fitted  with  a  movable  combining 
tube  (part  numbered  25  in  sectional  view)  operated  by 
a  lever  which  allows  it  to  be  adjusted  to  work 
correctly  at  different  pressures  of  steam  and  under  the 
many  conditions  required  of  a  locomotive  injector. 

To  Operate. — Have  t^ie  combining  tube  in  position 
to  allow  sufficient  quantity  of  water  to  condense  the 
steam  when  the  starting  valve  is  full  open,  then  open 


FIG.  15. 
Little  Giant     Locomotive  Injector. 

the  starting  valve  slightly;  when  water  shows  at  the 
overflow,  open  full.  Regulate  the  water  by  moving 
the  combining  tube— toward  A  for  less  water,  and 
toward  B  for  more  water. 

To  Use  as  a  Heater.— Close  the  overflow  by  moving 
the  combining  tube  toward  B  until  the  tubes  25  and  26 
come  together,  then  open  the  starting  valve  enough  to 
admit  the  quantity  of  steam  required. 


BOILER  WASHING  AND  TESTING 
APPARATUS. 

The  accompanying  engraving  shows  a  washing 
and  testing  apparatus,  which  will  wash  out,  fill,  and 
apply  pressure  to  a  boiler,  with  hot  water.  It  has  a 
capacity  of  5,000  gallons  per  hour.  When  this  appa- 
ratus is  used,  the  boilers  are  washed  much  more 
effectually  than  can  be  done  with  cold  water,  and 
their  temperature  is  not  materially  reduced,  which  is 
injurious  to  flues  and  fire-box.  It  enables  one  to 
blow  out,  wash  and  fill  with  hot  water  and  have  a 
locomotive  ready  for  service  within  one  hour,  without 
injury  to  the  boiler. 

This  apparatus  has  connection  for  2-inch  pipes, 
and  must  be  located  where  the  water  will  flow  to  it. 

When  applying  pressure  this  apparatus  will  pro- 
duce and  maintain  from  three  to  five  times  the  amount 
of  steam  pressure  used  in  operating  it. 

To  Attach.—  Connect  steam  pipe  to  swivel  No.  1; 
water  supply  No.  2,  and  discharge  to  No.  3. 

To  Wash  Out  Boiler. — Close  overflow  (0)  by  mov- 
ing tube  (C)  over  to  the  discharge.  Open  water 
supply,  then  steam  valve  (A),  until  the  required 
force  is  obtained. 

To  Apply  Pressure.—  When  boiler  is  filled  with  hot 
water,  the  same  as  when  washing,  shut  steam  valve 
(A);  open  overflow  (O)  by  moving  combining  tube 
(C)  to  about  midway  of  its  travel;  when  water 
shows  at  overflow  (O),  open  steam  valve  (B)  slowly 

(171) 


172 


LOCOMOTIVE  APPLIANCES. 


until  full  open;  then  adjust  combining  tube  so  as  to 
allow  the  least  quantity  of  water  possible  to  show  at 
(O).  Relief  valve  (R)  can  be  adjusted  as  desired. 

Keeping  the  cock  to  the  pressure  gauge  partly 
closed  will  prevent  the  hand  from  unduly  vibrating. 

One  of 'the  Many  Ways  It  May  Be  Located,  is  so  to 
take  cold  water  to  the  apparatus  from,  and  put  hot 
water  back  into  the  pipe  that  supplies  water  for 


FIG.  1. 
Boiler  Washing  and  Testing  Apparatus. 

washing  with  cold  water — always  putting  in  a  stop 
valve  or  cock  between  the  connections.  The  hot 
water  from  the  apparatus  will  pass  with  great  force 
through  the  same  pipe,  hose,  nozzles,  etc.,  as  are  used 
with  cold  water. 

"SWING"  INTERMEDIATE  OR  LINE  CHECK  VALVE. 

The  check  sJiown  in  the  accompanying  engraving 
can  be  applied  to  the  "branch"  pipe  or  injector  delivery 
pipe  of  any  locomotive  injector. 


LOCOMOTIVE  APPLIANCES.  173 

Experience  has  proved  that  a  hinged  or  swinging 
movement  of  the  valve  k-  more  reliable  and  its  action 
more  certain  than  either  the  horizontal  or  vertical 
types  with  a  sliding  movement,  especially  where 
trouble  is  caused  by  incrustation 
from  limy  or  impure  water. 

There  are  no  wings  or  guides 
to  become  incrusted  with  scale  or 
deposit  while  the  valve  is  open 
and  to  prevent  its  closing,  and 
the  liability  of  damage  or  delay 

i  i/     AIL  •"%-'. 1  A-   1  •  Fie.  1.    Swing- Intermediate 

caused  by  the  valve  sticking  or         or  Line  check. 
failing  to  close  is  obviated. 

No  matter  how  efficiently  a  boiler  check  is  used, 
there  is  no  question  as  to  the  double  advantage  gained 
by  the  use  of  a  line  check  valve,  and  few  modern 
equipped  locomotives  are  now  without  them. 

OIL  CUP— FOR  INJECTORS  AND  INSPIRATORS. 

For  lubricating  the  internal  parts  of 
any  injector  or  inspirator  it  is  very 
desirable  to  have  a  suitable  oil  cup, 
as  shown  in  the  engraving  (Fig.  1), 
attached  to  the  injector  or  steam  pipe. 
It  is  considered  that  the  introduction 
of  oil  into  the  steam  chamber  is  more 
effectual  than  its  admission  into  the 
water   chamber.    Hence  the  oil  cup 
should  be  arranged  to  discharge  di- 
cup.     rectly  into  the  steam  chamber,  thereby 
(sectional  view.)     lubricating  the  nozzles,  tubes  and  other 
parts  subject  to  wear,  and  preventing  the  adhesion  of 
scale  formed  by  impurities  in  the  water. 


174  LOCOMOTIVE  APPLIANCES. 

When  the  filling  plug  is  unscrewed  sufficiently  to 
allow  the  steam  to  escape,  the  valve  in  the  bottom 
closes  and  the  oil  cup  can  be  readily  filled  without 
closing  the  main  steam  valve.  When  the  filling  plug 
is  again  screwed  into  position  the  valve  in  the  bottom 
is  opened  and  the  oil  feeds  out. 

THE  EJECTOR  OR  JET  PUMP. 

The  "ejector"  or  jet  pump  is  designed  for  use  at 
railroad  water  stations,  on  construction  trains,  for 
emptying  wheel  pits  and  similar  railroad  service. 


FIG.  i. 

Penberthy  Ejector. 


It  is  a  device,  simple  in  construction,  compact  in 
form,  convenient  to  handle,  has  no  movable  parts  and 
cannot  get  out  of  order. 

Fig.  2  shows  the  position  in  which  an  ejector  should 
be  placed  for  high  elevations.  For  lifting  only  the 
ejector  can  be  placed  at  the  boiler  level. 

Where  it  is  required  to  lift  water  ten  feet  or  over 
it  is  advisable  to  place  a  foot-valve  on  the  lower 
end  of  the  suction  pipe. 

All  ejectors,  if  properly  constructed,  will  lift  water 
to  a  height  of  twenty-five  feet,  but  for  elevating 


LOCOMOTIVE  APPLIANCES. 


175 


over  twenty-five  feet  the  ejector  should  be  placed 
near  the  water  level  and  a  delivery  pipe  one  size 
larger  than  the  connections  used.  In  this  man- 


. 2. 


Ejector,  showing  connections  for 
Elevating. 


ner  water  can  be  lifted  about  fifty  feet  with  seventy- 
five  pounds  steam  pressure,  and  about  seventy  feet 
with  one  hundred  pounds  steam  pressure. 


176 


LOCOMOTIVE  APPLIANCES. 


STEAM 


Fig.  3  is  a  general  view  of  the  Hancock  ejector. 
The  "steam,"  "suction"  and  "delivery"  connections 

are  as  illus- 
trated. 

The  suction 
connections 
must  be  per- 
fectly tight. 
Before  operat- 
ing the  ejector 
blow  out  the 
steam  pipe  to 
remove  any 
iron  chips,  red 
lead,  etc. 

To  use  an  ejector  economically,  regulate  the  quan- 
tity of  steam  with  the  starting  valve. 

This  ejector  is  furnished  to  operate  with  either 
steam,  air  or  water. 


SUCTION 

FIG.  3. 
Hancock  Ejector  or  Jet  Pump. 


LOCOMOTIVE  BOILER  CHECKS. 

Too  great  care  and  attention  cannot  be  given  this 
important  part  of  the  locomotive.* 

Leaky  boiler  checks  are  always  a  source  of  great 
annoyance  and  no  injector,  no  matter  how  good  it  may 
be,  will  give  satisfactory  service  under  these  condi- 
tions. The  check  valve  must  have  sufficient  "lift," 
that  is,  be  allowed  to  raise  sufficient  distance  from  its 
seat,  and  when  the  injector  is  shut  off  the  check  valve 
must  close;  if  it  does  not,  but  sticks  or  cocks  to  one 
side,  the  steam  from  the  boiler  has  a  tendency  to  blow 
back  through  the  injector  and  cause  the  latter  to 
become  heated  beyond  its  proper  working  condition, 
and  also  causes  the  injector  and  branch  pipe  to 
become  incrusted  with  lime  or  other  deposits. 

The  object  of  the  boiler  check  is  to  prevent  a  return 
flow  of  water  from  the  boiler  when  the  injector  is  shut 
off;  the  valve  is  automatically  closed  by  the  pressure 
from  the  boiler  acting  upon  its  upper  surface. 

Fig.  1  gives  three  views  of  a  commonly  used  loco- 
motive boiler  check  valve,  the  casing  being  made  of 
heavy  cast  iron;  the  advantage  of  this  form  of  casing 
is  that  any  ordinary  amount  of  pounding  and  rapping 
that  usually  occurs  when  a  check  "sticks  up"  will  not 
spring  the  body  and  cage  of  the  check  and  thereby 
render  the  valve  inoperative. 


*  For  the  location  of  the  locomotive  boiler  check,  see  the  chart 
'American  Steam  Locomotive,"  parts  numbered  120  and  121. 
12  (17?) 


178 


LOCOMOTIVE  APPLIANCES. 


„.. ,. 

Boiler  Check  Valve,  with  Cast  Iron  Casing. 

depends  a  great  deal  upon  the 
size  of  both  check  and  injector, 
but  should  not  be  less  than 
one-fourth  of  an  inch  nor 
rarely  over  three-eighths  of 
an  inch. 

A  combined  main  boiler 
check  and  stop  valve  is 
shown  in  Fig.  2. 

The  main  check  valve  and 
its  seat  can  be  removed  for 
grinding  or  repair  while  the 
boiler  is  under  steam.  This 
is  often  of  great  advantage 
when  a  railroad  is  taxed 


The  check  valve 
itself  is  generally 
but  a  small  part  of 
the  boiler  check,  as 
the  whole  attach- 
ment is  termed.  Most 
check  valves  have 
three  or  four  lugs  or 
"wings"  which  ex- 
tend below  the  valve 
seat  and  serve  as 
guides  to  the  proper 
re -seating  of  the 
valve. 

The  proper  "lift," 
that  is,  the  amount 
the  valve  can  raise, 
to  give  a  boiler  check 


FIG.  2. 

Sellers'  Combined  Boiler 

Check  and  Stop 

Valve. 


LOCOMOTIVE  APPLIANCES. 


179 


to  the  limit  for  locomotives  and  often  effects  a  saving 
of  several  hours.  The  illustration  shows  the  stop 
valve  (which  is  adjusted  from  the  top  outside)  closed, 
and  the  check  valve  and  seat  removed.  When  the 
check  valve  is  replaced  it  is  evident  its  lift  can  be 
regulated  by  the  amount  the  stop  valve  is  raised. 

Another  ingenious  form  of  combined  check  and 
stop  valve  is  shown  in  Fig.  3. 

As  will  be  seen,  there  is  a  main  body  (D)  in  which 
is  the  conical  plug-like  cage  (B),  held  in  place  by  the 
cap  (C]  and  ring  (F). 
Inside  the  cage  (B)  is  the 
usual  check  valve  (E),  the 
lift  of  which  is  controlled 
by  the  "stop"  or  projection 
on  the  cap  (A). 

Should  the  check  valve 
become  stuck  or  leaky,  the 
whole  cage  (/3)  can  be  turned 
like  a  plug  cock,  closing 
the  opening  to  the  boiler  and 
thereby  acting  like  a  stop 
valve  between  the  injector 
and  the  boiler.  The  cap  FIG.  3. 

(A)  can  then  be  removed  combined  check  and  stop  v 
and  the  valve  (E)  re-ground  with  a  screw-driver, 
turning  the  cage  back  into  its  original  position  after 
the  repairs  are  effected. 

With  the  boiler  check  shown  in  Fig.  4,  the  rotary 
movement  of  the  seat  while  closing  (by  the  effort  of  the 
inclined  turbine  wings  under  the  seat)  on  passage  of 
fluid,  makes  a  clean  and  sure  closing  check.  This 
may  be  used  with  or  without  an  adjustable  top,  shown 


180  LOCOMOTIVE  APPLIANCES. 

at  the  left  of  the  stem,  which  allows  the  volume  of 
passage  to  be  varied,  and  thereby  proves  valuable  for 
very  careful  adjustment  in  the  working  of  injectors. 


FIG.  4. 
Mailer  Turbine  Boiler  Check  Valve. 


The  rotary  seat  insures  an  even  wear  and  long  life, 
and  the  mode  of  passage  of  fluids  insures  a  clean 
valve  at  all  times. 


LOCOMOTIVE  SLIDE  VALVES. 

The  valve  is  the  device  which  admits  steam  to,  and 
allows  it  to  exhaust  from  the  cylinder  of  every  steam 
engine.  The  form  of  valve  having  a  flat  seat  upon 
which  it  slides  backward  and  forward  is  termed  a 
slide  valve.  The  slide  valve  was  used  as  a  means 
of  distributing  steam  in  a  cylinder  before  the  loco- 
motive was  invented,  and  has  ever  since  been  an  im- 
portant factor  therein.  * 


FIG.  A. 

Graphic  Definitions  of  Valve  Dimensions. 
Plain  Slide  Valve. 

The  plain  slide  valve  was  long  the  standard  for 
locomotive  practice,  but  in  more  recent  years  with  the 
increased  size  of  locomotives  and  their  correspond- 
ingly larger  ports,  together  with  the  advent  of  the 


*"  The  Science  of  Railways "  contains  many  illustrations  and 
much  information  relative  to  the  distribution  of  steam  by  the  slide 
valve  and  the  eccentrics  and  link  motion  which 'give  the  movement 
tnereto;  also  information  concerning  valve  dimensions,  etc. 

(181) 


182  LOCOMOTIVE  APPLIANCES. 

present  era  of  high  steam  pressure,  the  friction  be- 
tween valve  and  valve  seat  became  excessive.  These 
strains  must  be  borne  by  all  parts  of  the  valve  gear, 
which  increased  greatly  the  frictional  resistances 
therein,  and  also  taxed  to  the  limit  the  power  of  the 
engineer  in  reversing  the  engine.  Reversing  cylin- 
ders were  invented  and  applied  to  many  locomotives, 
to  the  relief  of  the  engineer,  but  not  in  any  way  reduc- 
ing the  frictional  resistance,  which  was  a  large  por- 
tion of  the  engine's  entire  power. 
„  Finally  it  was  found  that  by  relieving  much  of  the 
steam  pressure  from  the  top  of  the  valve— that  is, 
partially  balancing  it— the  friction  could  be  greatly 
reduced.  Of  the  many  means  devised  to  balance  the 
slide  valve  but  few  have  attained  that  point  of  use- 
fulness to  merit  special  description  herein,  but  those 
widely  used  throughout  the  country  are  here  given. 
The  engraving  given  of  the  plain  slide  valve 
(Fig.  A)  gives  graphic  definitions  of  the  various 
valve  dimensions  as  they  are  technically  known. 

THE  RICHARDSON  BALANCED  SLIDE  VALVE. 

Referring  to  the  illustrations,  Figs.  1  and  2  are 
longitudinal  and  transverse  sections  through  the 
centre  of  an  ordinary  locomotive  steam-chest  fitted 
with  this  valve.  Fi.p;.  3  is  a  plan  of  the  valve,  and 
Fig.  4  is  an  elevation  of  one  of  the  end  packing  strips 
and  springs.  The  only  alteration  made  in  the  plain 
valve  is  the  addition  of  the  balance  plate  (A),  and  the 
substitution  of  a  valve  suited  to  receive  the  four 
packing  strips  (p,  p,  p,  p.) 

In  these  engravings  the  balance  plate  is  shown 
bolted  to  the  steam-chest  cover,  but  it  is  obvious  that 


LOCOMOTIVE  APPLIANCES. 

TT 


183 


FIG.  1 . 

Richardson  Balanced  Slide  Valve. 
Longitudinal  Section. 


PIG. 2. 

Richardson  Balanced  Slide  Valve. 
Transverse  Section. 


FIG.  3. 
Plan. 

Richardson  Balanced  Slide  Valve. 


FIG.  4. 

Elevation  of  End 
Packing  Strips 
and  Springs. 


184  LOCOMOTIVE  APPLIANCES 

they  may  be  cast  in  one  piece  if  desired.  As  will  be 
noticed,  the  four  sections  of  packing  enclose  a 
rectangular  space  (ss,  Fig.  3),  which  is  made  equal 
in  area  to  the  amount  of  valve  surface  which  it  is 
desirable  to  relieve  of  pressure;  the  packing  strips 
preventing  steam  from  entering  this  space  and  its 
communication  with  the  exhaust  port  in  the  valve, 
through  the  small  hole  (h),  relieving  it  from  any 
pressure  that  might  otherwise  accumulate.  These 
packing  strips,  four  in  number,  as  previously 
noticed,  are:  the  two  longer  ones,  plain,  rectangular 
pieces  of  cast  iron,  while  the  shorter  ones,  as  shown 
in  Fig.  4,  are  made  with  gib-shaped  ends  to  retain 
them  in  place. 

Under, each  packing  strip  is  placed  a  light  semi- 
elliptic  spring — one  of  which  is  shown  at  ra,  Fig.  4— 
which  serves  the  purpose  of  holding  the  packing 
strips  against  the  balance  plate  when  steam  is  shut  off. 
While  in  operation,  the  different  sections  are  held  in 
steam  tight  contact,  by  direct  steam  pressure,  with 
tho  balance  plate  and  with  the  inner  surfaces  of  the 
grooves  cut  to  receive  them,  the  joint  being  made 
complete  by  the  abutting  of  the  ends  of  the  long  sec- 
tions against  the  inner  surfaces  of  the  gibbed  sections 
at  the  four  corners. 

The  Richardson  form  of  balanced  valve  is  used 
more  extensively  than  any  other  balanced  valve  in  the 
country. 

THE  ALLEN-RICHARDSON  BALANCED  SLIDE 
VALVE. 

The  purpose  of  the  Allen  valve  is  to  prevent,  in  part, 
wire-drawing  of  steam  when  running  at  high  speed 


LOCOMOTIVE  APPLIANCES.  185 

with  the  valve  cutting  off  early  in  the  stroke.  The 
Allen  ports  furnish  an  additional  passage  for  the 
admission  of  steam  at  such  times;  thus,  when  the 
steam  port  is  open  one-half  inch  in  the  ordinary 


FIG.  5. 

Allen-Richardson  Balanced  Slide  Valve. 
Longitudinal  Section. 


FIG. 

Allen-Richr.rdson  Balanced  Slide  Valve. 
Tramverse  Section. 

manner,  the  port  of  the  cored  passage  is  also  open  to 
the  same  extent  on  the  other  side  of  the  valve  and 
consequently  the  effective  area  of  the  steam  port  is 
doubled  and  becomes  equal  to  a  single  port  open 
of  one  inch. 


186  LOCOMOTIVE  APPLIANCES. 

The  wire-drawing  which  takes  place  when  an 
engine  is  running  at  high  speed  with  the  valve  cutting 
off  early  in  the  stroke  is  thus  much  diminished  and 
the  consequent  economy  of  steam  and  coal  is  obvious. 
The  lessened  wire-drawing  implies  a  higher  average 
pressure  on  the  piston  when  working  at  the  same 
cut-off  and,  therefore,  the  usual  average  pressure  can 
be  obtained  with  a  shorter  cut-off,  thus  effecting  an 
appreciable  economy.  Hence  the  unbalanced  Allen 
valve  effects  a  better  and  more  economical  distribu- 
tion of  steam;  but  its  use  is  attended  with  certain 
disadvantages.  The  bearing  surface  on  the  face  of  a 
slide-valve  is  never  sufficiently  large  to  enable  it  to 
wear  well  under  the  heavy  pressure  of  steam,  and  this 
wearing  surface  is  still  further  reduced  in  the  Allen 
valve,  owing  to  the  internal  steam-ports.  The 
internal  passage  virtually  divides  the  valve  into  two 
parts  and  the  pressure  of  steam  acting  on  the  outer 
part  springs  and  bends  its  working  face  below  that  of 
the  internal  or  exhaust  part  of  the  valve.  The  useful 
wearing  face  thus  becomes  reduced  to  a  space  about 
half  as  wide  as  the  outside  lap  of  the  valve.  It  is, 
therefore,  not  surprising  that  the  Allen  valve  when 
unbalanced  wears  very  rapidly  and  the  trouble  and 
expense  of  constantly  facing  valves  and  seats  and  the 
loss  of  steam  in  blowing  through  leaky  valves,  coun- 
terbalances the  advantages  gained  by  the  diminished 
amount  of  wire-drawing.  These  disadvantages  are 
entirely  overcome  by  properly  balancing  the  valve, 
and  then  are  gained,  not  only  all  the  advantages  of 
the  Richardson  balancing  device,  but  also  the 
increased  steam  economy  from  using  the  Allen  ports. 

To  be  sure  of  getting  the  very  best  results  from  the 


LOCOMOTIVE  APPLIANCES. 


187 


use  of  the  balanced  Allen  valve,  the  ports  and  bridges 
should  exceed  the  full  travel  of  the  valve  by  at  least 
one-eighth  of  an  inch.  The  radius  of  the  link  should 
always  be  as  long  as  permissible,  to  avoid  an  exces- 
sive increase  of  lead  when  cutting  off  early  in  the 
stroke. 

THE  AMERICAN  BALANCED  VALVE. 

Two  forms  of  this  valve  are  illustrated,  together 
with  a  longitudinal  sectional  view  of  the  valve  in  the 


FIG.  1. 

The  American  Balance  Valve. 
Single  Disc  Longitudinal  Section. 

steam  chest.  Experience  proves  this  balance  to  be 
a  very  successful  form  of  balance  valves.  This  is 
due  to  the  simplicity  of  construction,  positive  action 
and  very  large  area  of  balance.  The  beveled  ring 
is  self-adjusting—no  springs  being  required — hence 
not  liable  to  get  out  of  order. 

This  form  of  balance  may  be  applied  to  almost 
every  form  of  slide  valve. 

The  American  balance  valve  is  used  by  a  great 
many  railroads  in  this  country,  consequently  details 
of  its  construction  are  here  given,  believing  they  will 


188  LOCOMOTIVE  APPLIANCES. 

,be  interesting  to  a  large  number  of  railroad  men.  It 
has  also  attracted  the  attention  of  foreign  builders 
and  is  now  in  use  upon  many  locomotives  in  foreign 
countries. 

The  claims  of  advantage  for  this  valve  are,  first  of 
all,  an  absolutely  steam-tight  joint,  not  only  when 
newly  fitted,  but  all  the  time.  Second,  greater  area  of 
balance.  The  formula  for  figuring  the  area  of  bal- 
ance differs  from  many  others,  and  yet  this  valve  will 
not  raise  from  its  seat  under  all  ordinary  conditions 
of  service.  It  should  be  explained  that  this  valve  is 
balanced  in  what  is  presumably  its  heaviest  position, 
and  with  the  steam  pressure  acting  on  the  circumfer- 
ence of  this  taper  ring,  it  will  be  observed  that  for  the 
valve  to  lift  it  is  necessary  to  force  the  cone  up  into 
this  taper  ring;  and  since  the  ring  is  held  by  the  steam 
chest  pressure  from  opening,  the  valve  cannot  lift 
without  first  overcoming  the  friction  of  the  beveled 
face,  besides  opening  the  ring  against  the  steam  chest 
pressure.  The  lighter  positions  of  the  valve,  where  a 
straight  wall  balance  would  allow  the  valve  to  go  off 
its  seat,  need  not  be  considered.  It  should  not,  how- 
ever, be  assumed  that  this  taper  will  crowd  the  valve 
down  on  its  seat,  which  would  appear  to  be  a  natural 
conclusion  to  draw,  from  its  manner  of  preventing  the 
valve  from  leaving  its  seat.  If  the  degree  of  taper 
was  made  great  enough — forty-five  degrees  or  greater 
—the  action  of  the  steam  chest  pressure  on  the  cir- 
cumference of  the  ring  would,  of  course,  wedge  it  in 
between  the  cone  and  the  chest  cover  and  exert  an 
enormous  pressure  on  the  valve.  In  fact  it  would  not 
work  satisfactorily  at  all;  the  friction  would  be  too 
great.  This,  however,  is  not  the  case.  Experiments 


LOCOMOTIVE  APPLIANCES.  189 

have  been  made  with  this  taper  from  nine  degrees  to 
twenty-four  degrees,  and  the  proper  degree  of  taper 
has  been  found  with  which  the  ring  is  certain  to  rise 
under  all  conditions,  and  yet  not  crowd  itself  against 
the  upper  bearing  more  than  necessary.  This  is 
demonstrated  by  the  fact  that  rings  have  been  reported 
to  have  run  190,000  miles  with  only  one  thirty-second 
of  an  inch  wear  off  their  face. 

This  form  of  balance  is  extremely  simple,  has  no 
delicate  parts,  is  little  likely  to  be  broken,  has  positive 
automatic  adjustment,  self-supporting  feature  of  the 
ring,  and  entire  absence  of  springs.  Its  cost  of  con- 
struction is  low,  and  it  can  be  maintained  at  small 
expense.  It  might  be  stated  in  explanation  of  this, 
that  the  only  repair  necessary  is  to  put  on  a  new  ring 
when  the  old  one  has  worn  out  from  the  top  down- 
ward. As  the  new  rings  are  one  inch  deep  they  can 
easily  wear  three-eighths  of  an  inch  and  still  adjust 
themselves;  and  to  wear  a  ring  three-eighths  of  an 
inch,  assuming  that  it  is  made  of  proper  metal,  will,  it 
is  claimed,  require  from  four  to  eight  years  in  con- 
tinual service.  When  the  old  ring  is  taken  off  the 
cone  and  a  new  one  from  stock  placed  on  the  old  cone, 
the  balance  is  just  the  same  as  when  all  is  new.  This 
is  explained  by  the  fact  that  since  the  steam  pressure 
'on  the  circumference  of  the  ring  holds  it  firmly  against 
the  beveled  face  of  the  disc  or  cone  while  in  operation 
under  steam  (its  own  tension  holding  it  when  not 
under  steam),  there  is  absolutely  no  lateral  wear  on 
the  ring  or  disc;  hence,  a  new  ring  fits  an  old  disc  at 
any  future  time. 

Since  these  rings  are  all  lathe  work  (it  does  not 
require  more  than  twenty  minutes' hand  work  to  fasten 


190  LOCOMOTIVE  APPLIANCES. 

on  the  L-shaped  piece  for  covering  the  cut  of  the  ring), 
it  will,  therefore,  readily  be  seen  that  the  expense  in 
taking  a  stock  ring  and  renewing  the  balance  is  small. 
It  would  appear  that  the  disadvantages  of  other 
valves  are  removed  in  this  valve  by  the  taper  feature  of 
the  ring.  A  variation  of  one-thirty-second  of  an  inch 
in  the  diameter  of  a  ring  either  way  from  the  sizes 


FIG.  2. 
Single  Disc  American  Balance  Valve. 

required  would  not  in  any  wise  interfere  with  the  serv- 
ice of  the  valve,  since  the  ring  is  turned  one-fourth  of 
an  inch  smaller  than  its  working  diameter. 

The  ring  is  expanded  over  the  cone  and  thus 
receives  a  tension  which  makes  it  self-supporting 
when  not  under  steam;  the  steam  on  its  circumference 
supports  it  when  in  operation.  The  outside  rim  or 


LOCOMOTIVE  APPLIANCES.  191 

flange,  as  shown,  extending  outside  the  taper  ring,  is 
to  prevent  pieces  of  the  ring  from  falling  in  the  path  of 
the  valve  in  the  event  of  accident  to  the  ring. 

Several  forms  of  this  balance  are  used,  the  simple 
disc  (Figs.  1  and  2)  and  the  double  disc  (Fig.  3)  being 
more  fully  described. 

Single  "Disc"  American  Balanced  Valve. — The 
single  disc  balance  should  always  be  used  where  chest 
room  will  permit  it,  as  one  ring  and  disc  is  simpler 
than  two,  but  it  will  be  noticed  that  in  this  form  the 
ring  and  cone  extend  beyond  the  sides  of  the  valve. 

Rule.--¥or  length  of  steam  chest  for  single  bal- 
ance, add  the  extreme  travel  of  the  valve  to  the  outside 
diameter  of  disc,  and  to  this  sum  add  not  less  than 
one-half  inch  for  clearance — one-fourth  inch  at  each 
end  of  chest.  If  a  little  more  clearance  is  desired,  the 
rims  of  disc  may  be  cut  one-eighth  inch,  i.  e.,  just 
flattened  on  two  sides  in  line  of  valve  travel;  but  in  no 
case  are  they  to  be  cut  beyond  their  inside  diameter. 
If  sufficient  clearance  cannot  be  obtained  by  cutting 
the  rims  one-eighth  inch  each  side  in  line  of  valve 
travel,  then  double  balance  must  be  used. 

The  ring  must  be  protected  by  the  disc,  and  when 
figuring  outside  diameter  of  ring  one-fourth  inch  must 
be  added  for  the  joint  plate  and  the  ring  must  be  fig- 
ured when  expanded  on  the  cone  until  its  top  face  is 
flush  with  top  of  cone,  or  at  its  greatest  possible 
diameter. 

Fig.  2  shows  the  single  disc  balance  valve  with 
cone  and  ring  removed. 

Double  "Disc"  American  Balanced  Fate.--When 
the  steam  chest  is  too  short  to  leave  clearance  for  the 
outside  diameter  of  the  disc  or  cone  of  single  balance 


192 


LOCOMOTIVE  APPLIANCES. 


at  extreme  travel  of  valve,  then  double  balance  is  used. 
If  the  yoke  fit  (or  box)  of  valve  is  large  enough,  two 
cones  are  cast  on  the  valve,  as  shown  in  Fig.  3,  but  if 
the  yoke  fit  is  not  large  enough  to  cast  cones  on,  then 
two  discs  are  used.  If  the  distance  across  the  two 
discs,  when  they  are  side  by  side  on  top  of  valve,  is 
greater  than  width  of  steam  chest,  the  rims  on  each 
disc  may  be  cut  one-eighth  inch  at  center  of  valve, 


FIG.  3. 
Double  Cone  American  Balance  Valve. 

thereby  drawing  the  discs  one-fourth  inch  closer 
together;  and  if  more  clearance  is  necessary,  the  rims 
may  also  be  cut  one-eighth  inch  at  ends  of  valve, 
giving  one-fourth  inch  more  or  a  total  of  one-half  inch. 
But  in  no  case  shall  the  rims  be  cut  more  than  one- 
eighth  inch,  or  to  their  inside  diameter. 

If  discs  thus  cut  will  not  clear  the  sides  of  chest,  less 
balance  must  be  used. 


LOCOMOTIVE  APPLIANCES.  193 

Repair  of  These  Valves- -Discs  Bearing  on  Valve.— 

In  all  cases  where  possible  the  height  adjustment 
should  be  made  by  lowering  the  chest  cover,  or  bearing 
plate,  but  when  chest  cover  cannot  be  lowered  the 
disc's  may  be  raised.  When  it  is  found  necessary  to 
raise  the  disc  on  the  valve  longer  bolts  should  be  used 
and  the  liners  placed  between  the  disc  and  the  valve 
must  be  true,  and  large  enough  to  give  a  solid  bearing 
for  disc  on  the  valve.  If  found  necessary  to  raise  the 
disc  to  clear  the  top  of  valve  yoke,  the  same  rules  must 
be  observed.  The  bolts  which  fasten  the  disc  to  the 
valve  should  be  steam-tight  on  threads  and  steam- 
tight  under  the  heads,  a  copper  washer  being  used 
under  the  heads,  forming  a  bolt  lock.  The  interior  of 
each  disc  or  cone  is  relieved  to  the  exhaust  cavity  of 
the  valve,  as  shown  by  the  several  holes  in  Fig.  3. 

In  "cone"  balance,  holes  are  drilled  through  the  top 
of  valve,  but  in  "disc"  balance  the  relief  holes  pass 
through  the  bolts,  one-fourth  inch  hole  being  drilled 
through  each  bolt,  as  shown  in  Fig.  1. 

The  Single  "Cone"  'Balanced  Valve  must  be  cast 
flangeless  if  a  valve  joke  extending  all  around  the 
valve  (as  in  locomotives)  is  used,  but  need  not  be 
flangeless,  when  made  for  center  rod  to  drive  the  valve 
(as  in  stationary  engines).  In  case  of  the  locomotive 
yoke,  it  is  recommended  that  the  yoke  be  carried  on 
the  steam  chest  at  the  ends  of  the  valve.  Where  old 
chests  have  rubbing  strips  wide  enough  they  can  be 
planed  on  top  and  the  yoke  allowed  to  ride  on  them, 
and  in  new  work  this  can  be  done  cheaper  than  to  put 
on  a  front  carrying  horn  and  is  more  efficient  than  to 
support  the  yoke  on  the  valve  stem  packing  and  the 
valve  itself.  A  valve  need  not  be  flangeless  to  thus 

13 


194  LOCOMOTIVE  APPLIANCES. 

support  the  yoke;  it  can  be  carried  with  any  valve, 
and  it  insures  the  free  upward  movement  of  the  valve 
at  all  times,  which  is  very  essential  in  obtaining  the 
best  results. 

The  outside  rim  on  disc  or  cone  is  merely  a  safe^ 
guard  to  the  ring  in  case  of  accident— preventing 
broken  portions  of  the  ring  from  getting  under  the 
valve — it  performs  no  other  duty.  The  required 
inside  diameter  of  this  rim  must  allow  the  ring  to 
be  expanded  on  the  cone  until  the  top  face  of  the 
ring  is  flush  with  top  of  cone  and  still  clear  the  one- 
eighth  inch  joint  plate  on  the  outside  of  ring.  In 
single  balance  the  rims  may  be  cut  one-eighth  inch 
front  and  back,  giving  one-fourth  inch  more 
clearance,  when  the  disc  runs  too  close  to  steam 
chest  at  full  travel  of  valve. 

Proper  Height  Adjustment. — When  the  valve  is  in 
position  and  the  chest  cover  has  been  screwed  down 
there  should  be  one-eighth  inch  between  the  face  of 
the  bearing  plate  (sometimes  called  balance  plate)  and 
the  top  of  disc  or  cone.  The  rings  are  bored  for  this 
position  and  in  this  position  have  their  proper  tension. 
This  allows  the  valve  to  lift  off  its  seat  one-eighth 
inch,  which  it  will  do  as  soon  as  steam  is  shut  off 
while  the  engine  is  in  motion  or  drifting,  provided  it  is 
not  held  down  by  the  valve  yoke.  The  valve  yoke 
must  not  interfere  with  this  upward  movement  of  the 
valve. 

Proper  Tension  on  Ring. — Rings  are  all  bored 
smaller  than  the  diameter  at  which  they  are  to  work; 
therefore,  when  a  ring  is  set  on  its  proper  cone  it  will 
stand  higher  than  its  working  position.  The  face  of 
bearing  plate  must  not  be  closer  than  one-eighth  inch 


LOCOMOTIVE  APPLIANCES.  195 

to  top  of  cone  after  chest  cover  has  been  screwed  down. 
In  placing  the  cover  in  this  position  the  ring  is 
expanded  over  the  cone  until  its  inside  diameter  at 
bottom  is  the  proper  balancing  diameter. 

Owing  to  the  natural  elasticity  of  the  ring  and  its 
expansion  over  the  cone,  a  tension  is  placed  on  the 
ring,  the  action  of  which  is  (the  same  as  the  steam 
pressure)  to  close  the  ring  on  the  cone,  which  neces- 
sarily causes  the  ring  to  move  upwards.  The  ring  is, 
therefore,  self-supporting  and  self-adjusting.  All 
rings  are  interchangeable  on  discs  and  cones  of 
respective  sizes,  whether  standard  or  special. 

American  balances  are  known  under  the  following 
heads: 

Single  Disc  Balance— one  ring  and  one  disc. 

Double  Disc  Balance — two  rings  and  two  discs. 

Single  Cone  Balance— one  ring,  with  cone  cast  on 
the  valve. 

Double  Cone  Balance— two  rings,  with  cones  cast 
on  the  valve. 

x  Necessary  Cylinder  Relief. — The  valve  should 
always  be  free  to  lift  one-eighth  inch  off  its  seat,  to 
allow  the  free  passage  of  air  from  one  end  of  the  cylin- 
der to  the  other  between  valve  and  valve  seat  when  the 
engine  is  running  without  steam.  The  tops  of  all 
American  balance  discs,  or  cones,  show  a  polish, 
giving  positive  evidence  of  their  contact  with  the 
bearing  plate  or  cover,  and  that  they,  therefore,  do 
float.  The  explanation  is:  At  the  first  stroke  of  the 
piston,  after  the  engine  has  been  shut  off,  air  is  com- 
pressed in  one  end  of  the  cylinder  while  the  valve  is 
traveling  a  distance  equal  to  its  outside  lap;  at  an 
early  stage  of  this  compression  the  valve  is  thrown 


196  LOCOMOTIVE  APPLIANCES. 

off  its  seat  and  the  escaping  air  rushes  under  the 
valve  into  the  opposite  end  of  the  cylinder  to  relieve 
the  suction  which  is  taking  place  in  that  end;  this 
operation  is  repeated  so  rapidly  that  the  valve  is  kept 
floating  until  a  slow  speed  has  been  reached. 

The  Formula  of  Balance  Used  on  the  American 
balance  valve  is  as  follows: 

(1)  Area  of  balance  for  plain  valves. — Area  of  one 
steam  port,  two  bridges,  and  the  exhaust  port,  plus 
eight  per  cent,  if  for  single  balance  and  plus  fifteen 
per  cent,  if  double  balance. 

(2)  For  Allen  valves  use  the  same  formula  as  above; 
then  from  the  area  derived  subtract  the  area  of  one 
side  of  the  Allen  port. 


THE  PISTON  VALVE  FOR  LOCOMOTIVES. 

The  advantages  gained  by  large  ports  and  dimin- 
ished frictional  resistance  supposed  to  be  co-relative 
with  the  piston  valve  have  been  a  subject  oi  grave 
dissension  among  practical  locomotive  designers. 

The  piston  valve  is  an  old  device,  yet  of  rare  use  on 
the  locomotive  until  recent  years.  The  large  and 
successful  introduction  of  the  Vauclain*  type  of  com- 


FIG    1. 

Piston  Valve  for  Baldwin  Four-Cylinder  Compound  Locomotives. 

pound  locomotives,  employing  a  double  piston  valve, 
as  shown  in  Fig.  1,  is  undoubtedly  accountable  for 
the  much  experimenting  now  going  on  and  the  many 
styles — too  numerous  to  mention — of  piston  valves  in 
use  in  a  limited  number  of  locomotives  on  almost  every 
railroad  system  of  any  size  in  this  country 

It  was  for  some  time  erroneously  supposed  that  a 

'piston  valve  was  a  perfectly  balanced  valve;  this, 

however,  has  been  proven  not  to  be  so,  as  the  unbal- 

enced  portion  is  largely  dependent  upon  the  width  of 

*For  complete  description  of  this  piston  valve,  the  reader  is 
referred  to  Compound  Locomotives  in  Vol.  XII,  "The  Science  01 
Railways." 

(197) 


198 


LOCOMOTIVE  APPLIANCES. 


the  packing  rings.  Therefore  it  is  not  surprising  to 
find  that  the  principal  difference  between  the  various 
forms  of  locomotive  piston  valves  lies  in  the  varied 
designs  of  packing  rings. 


FIG.  2. 
Locomotive  Piston  Valve. 


The  American  piston  valve  with  wide  packing 
rings  wedged  in  such  a  manner  as  to  prevent  their 
great  outward  pressure  against  the  walls  of  the  valve 
chamber,  is  shown  in  Fig.  27  as  it  has  been  applied  to. 
several  locomotives  of  modern  and  complete  design. 


WATER  GAUGES  AND  GAUGE  COCKS. 


In  order  to  determine  the  height  of  the  water  in  the 
boiler,  a  glass  water  gauge  is  attached  to  the  boiler 
(see  plate  "American  Steam  Locomotive,"  part  No. 
251)  by  which  the  engineer  can  see  at  a  glance 
the  water  level. 
The  plain  wat- 
er gauge  is  so 
familiar  to  the 
ordinary  prac- 
tical man  that 
it  will  be  suffi- 
cient here  to 
illustrate  and 
describe  a  few 
of  the  improved 
forms  which 
automatically 
shut  off  the  flow 
of  steam  should 
the  water  glass 
break  while  in 
service. 

Fig.  1  shows 
a  combined 
drip-cock  and 
automatic  water  gauge.  The  automatic  device  or 
ball  (D)  is  moved  and  agitated  every  time  the  handle 
is  turned  and  gauge  glass  blown  out  through  the 

(199) 


FIG.  1. 
Pemberthy  Automatic  Water  Gauge. 


200  LOCOMOTIVE  APPLIANCES. 

valve  (E)  to  waste  pipe  at  G,  and  cannot,  therefore, 
become  stuck  fast  by  lime  or  other  sediment.  It  will 
readily  be  seen  that  it  is  impossible  for  the  two  little 
balls  to  go  to  their  seats  except 
when  the  glass  breaks  and 
they  take  the  positions  shown 
by  dotted  lines. 

To  blow  off,  the  lower  handle 
is  turned  a  half  turn  to  the 
right,  or  toward  the  closed 
position  'for  valve  (F). 

E  is  a  double-seated  valve 
shown  by  Fig.  1  as  off  from 
both  seats,  its  position  when 
the  gauge  is  being  blown  off, 
which  is  accomplished  by  sim- 
ply turning  the  lower  handle, 
no  pet  cock  being  used.  The 
steam  follows  the  course  shown 
by  the  arrows  (B)  to  the  out- 
let (G  )  ,  the  steam  pressure  being 
down  on  the  ball.  In  closing, 
the  partition  at  the  left  of  the 
ball  (D)  pre'vents  the  action  of 
the  boiler  pressure  from  sud- 
denly moving  the  ball  to  its 
seat.  If,  however,  the  glass 
break,  the  rush  of  steam  to  the 
FlG-  2-  glass,  via  arrows  (A),  causes 

Star  Self-CMns  Water  Gauge. 


immediately  throws  the  ball  to  its  seat,  shown  by 
ball  C  (dotted  lines).  The  ball  (D)  resting  on  valve 
(E)  is  rolled  about  and  agitated  every  time  the 


LOCOMOTIVE  APPLIANCES. 


201 


handle  is  turned  to  blow  out  the  gauge,  and  cannot 
become  stuck  fast  and  fail  to  work  at  a  critical 
moment.  The  upper  half  works  on  the  same  prin- 
ciple, but  of  slightly  different  construction. 

Fig.  2  shows  a  slightly  different  form  of  automatic 
water  gauge.  Should  the  glass  accidentally  be 
broken,  the  steam  and  water  rushing  out  will  force  the 
balls  up,  and  close  the  passages. 

After  a  new  glass  has  been  put  in  place,  slowly 
screw  in  the  wood  wheels;  the  needle  projections  on 
the  stems  will  force  the 
ball  away  from  the  open- 
ings, and  leave  the  pas- 
sages free  and  unobstruct- 
ed again. 

In  the  Crosby  water 
gauge,  shown  in  Fig.  3, 
both  the  upper  and  lower 
passages  to  the  boiler 
are  instantly  and  auto- 
matically closed  by  the 
ball  valves  on  the  sudden  FIG.  3. 

breaking    of    the    glass, 

avoiding  all  danger  to  life  and  all  inconvenience  and 
waste  of  steam  and  water. 

When  the  water  gauge  is  open  to  the  boiler  the  ball 
rests  within  the  cage  away  from  the  valve  seat,  where 
it  will  remain  until  it  is  propelled  to  it  by  the  sudden 
breaking  of  the  glass. 

When  this  happens,  upon  closing  the  water  gauge 
the  ball  is  pushed  back  into  this  cage  by  means  of  the 
pin  in  the  end  of  the  valve  V  (see  cut).  Care  should 
be  exercised  upon  again  opening  the  water  gauge 


202  LOCOMOTIVE  APPLIANCES. 

that  the  valve  (V)  is  turned  out  as  far  as  it  will  go,  in 
order  to  withdraw  the  pin  from  the  seat  and  not 
obstruct  the  ball  valve  from  seating  itself  when  called 
into  use. 

The  purpose  of  the  cage  is  to  hold  the  ball  away 
from  the  shell  of  the  cock  to  which  corrosion  or  sedi- 
ment might  otherwise  cause  it  to  adhere. 

Gauge  Cocks. — In  addition  to  the  general  use  of 
glass  water  gauges,  gauge  cocks  are  used  supple- 
mentarily  for  the  same  purpose.  There  are  generally 

three,  sometimes  four.  The 
top  and  bottom  ones  are 
placed  on  the  boiler  at  about 
a  level  with  the  top  and  bot- 
tom of  the  glass  gauge  and 
are  used  to  determine  the 
water  level  when  the  glass 
gauge  is  out  of  use  from 
tve  Gauge  cock,  breakage  or  otherwise.  If, 
when  the  upper  cock  is 
opened  it  continues  to  discharge  water,  there  is  too 
much  water  in  the  boiler;  if,  on  the  contrary,  when 
the  lower  cock  is  opened,  only  steam  issues  forth,  it  is 
an  evidence  of  too  little  water.  Fig.  4  shows  a  stand- 
ard pattern  of  locomotive  gauge  cock,  so  constructed 
that  it  can  be  separated  for  the  purpose  of  re-packing 
or  re-grinding  the  working  parts  without  detaching  it 
from  the  boiler  while  the  necessary  repairs  are  being 
made.  It  is  substantially  made  and  largely  used  on 
railroads. 


THE  MASON  AIR  BRAKE  PUMP  REGULATOR 
OR  GOVERNOR. 

This  regulator  is  designed  to  automatically  control 
the  air  pressure  in  the  brake  system  for  operating 
the  brakes  on  railroad  cars.  It  is  placed  in  the 
steam  supply  pipe  leading  to  the  air  pump,  and 
regulates  the  amount  of 
steam  passing  to  pump, 
and  allowing  the  pump  to 
run  just  sufficiently  to 
maintain  the  desired  air 
pressure  in  the  train  ser- 
vice pipe. 

Description. — The  prin- 
ciple on  which  the  Mason 
Air  Brake  Regulator 
works  is  that  of  an 
auxiliary  valve  (8),  con- 
trolled by  the  air  pressure 
from  the  train  service 
pipe,  through  the  medium 
of  a  metal  diaphragm 
(24),  and  admits  steam 
from  the  initial  side  of 
regulators  through  a  port 
to  operate  a  piston  (19), 
which  in  turn  opens  the  main  valve  (21),  and  admits 
steam  to  the  pump.  By  referring  to  the  sectional 
view,  it  will  be  seen  that  the  steam  enters  the  regulator 

(203) 


Fio.  1. 
Mason  Air  Brake  Pump  Regulator. 


204  LOCOMOTIVE  APPLIANCES. 

at  the  side  marked  "steam  from  boiler."  a  small  portion 
of  it  passing  up  through  the  pasage  (XX)  to  the 
auxiliary  valve  (8).  This  valve  (8)  is  forced  open  by 
the  compression  of  the  large  spiral  spring  (5)  acting 
on  the  cricket  through  the  diaphragm.  This  cricket 
(6)  has  three  studs  projecting  down  from  the  rim, 
which  pass  through  three  locsely  fitting  holes  in  the 
bonnet,  the  lower  ends  resting  on  a  button  (11)  which 
sits  on  the  diaphragm,  so  that  in  opening  the  valve 
(8)  the  diaphragm  is  also  forced  down.  As  soon  as 
the  valve  (8)  is  opened,  steam  passes  through  and  into 
port  (Z),  down  under  piston  (19.)  By  raising  this 
piston  (19)  the  main  valve  (21)  is  opened  against  the 
initial  pressure,  since  the  area  of  valve  (21)  is  only 
one-half  of  that  of  piston  (19).  Steam  is  thus  admit- 
ted to  the  pump.  A  connection  with  the  main  air 
pipe  is  made  as  indicated;  and,  by  a  passage,  air 
enters  the  chamber  below  the  diaphragm,  "which 
carries  the  cricket  (8),  as  before  stated.  When  the 
pressure  in  the  air  pipe  (16)  and  chamber  (0)  has 
risen  to  the  required  point,  which  is  determined  by  the 
tension  of  the  spring  (5),  the  diaphragm  is  forced 
upward  by  the  air  pressure  in  the  chamber,  carrying 
with  it  the  cricket  (6),  and  allowing  valve  (8)  to  close, 
shutting  off  the  steam  from  piston  (19).  The  main 
valve  (21)  is  now  forced  to  its  seat  by  the  initial 
pressure,  shutting  off  steam  from  the  pump  and 
pushing  the  piston  (19)  down  to  the  bottom  of  its 
stroke.  The  steam  beneath  this  piston  exhausts 
freely  around  it — the  piston  being  fitted  loosely  for 
this  purpose — and  passes  off  into  the  pump.  The 
leakage  past  the  auxiliary  valve  (8)  passes  up  under 
the  cricket  and  out  into  the  spring  case,  where  it 


LOCOMOTIVE  APPLIANCES.  205 

makes  its  escape  down  through  the  cricket  holes  to 
the  upper  side  of  the  diaphragm  and  into  the  drip. 
It  will  be  seen  from  this  that,  when  the  pressure  in 
the  brake  pipe  has  reached  a  predetermined  point,  the 
pump  will  be  automatically  stopped;  and,  when  the 
pressure  in  the  brake  pipe  is  reduced  by  applying 
the  brakes,  the  pump  will  quickly  produce  a  sur- 
plus pressure  in  the  main  reservoir  to  insure  the 
speedy  release  of  the  brakes  and  recharge  the  aux- 
iliary reservoirs.  The  piston  (19)  is  fitted  with  a 
dashpot,  which  prevents  chattering  or  pounding 
when  the  air  pressure  is  suddenly  reduced. 

Directions  for  Attaching  and  Repairing  the  Regu- 
lator.— Place  the  regulator  in  the  steam  supply  pipe  to 
the  pump  and  so  that  steam  will  flow  through  it  in  the 
direction  indicated  by  the  arrow  cast  on  the  body. 
With  a  small  pipe  make  a  connection  from  the  train 
pipe  to  the  air  pressure  connection  (15  and  16)  on 
regulator.  The  one-eighth  inch  tapped  hole  marked 
"Drip"  must  be  left  open,  but  it  may  drip  from  either 
side  by  reversing  the  plug. 

Before  connecting  the  regulator  to  pump,  the  steam 
pipe  should  be  thoroughly  blown  out,  in  order  to 
expel  all  dirt.  If  the  piping  is  new,  steam  should  be 
allowed  to  flow  through  slowly  for  some  little  time, 
in  order  to  burn  off  all  glummy  oil  and  grease,  which 
would  otherwise  be  carried  into  the  regulator  and 
thus  clog  the  working  parts. 

When  ready  to  start,  open  both  steam  and  air  valve 
wide,  then  remove  the  cap  (1)  which  screws  over  the 
screw  (2),  slack  off  the  jam  nut  (3),  and  with  the  key 
gradually  screw  down  the  adjusting  screw  (2)  until 
the  desired  air  pressure  is  obtained.  The  regulator  is 


206  LOCOMOTIVE  APPLIANCES. 

then  properly  set.     Screw  the  jam  nut  (3)  down  firm 
and  replace  the  cap  (1). 

If  the  regulator  should  fail  to  hold  the  desired  pres- 
sure, it  will  probably  be  due  to  the  fact  that  some  dirt 
or  chips  from  the  pipe  have  lodged  on  the  seat  of  the 
main  valve  (21),  or  possibly  under  the  auxiliary  valve 
(8).  To  open  the  regulator  proceed  as  follows:  Shut 
off  both  steam  and  air  pressure  from  the  regulator. 
Remove  the  cap  (1),  and  with  the  key  unscrew  the 
adjusting  screw  (2),  until  all  tension  is  removed  from 
spring  (5).  Then  take  out  the  screws  (9),  and  remove 
bonnet  (7),  diaphragm  (14)  and  button  (11).  Take 
out  the  plug  (12)  and  the  spring  (22).  The  threaded 
rod  which  accompanies  each  regulator  can  then  be 
screwed  into  valve  (21)  which  should  work  easily. 
Pull  out  this  valve  and  examine  both  valve  and  seat, 
cleaning  them  thoroughly.  Then  insert  the  rod 
through  the  valve  stem  guide,  screw  it  into  the  piston 
(10),  and  see  if  it  works  up  and  down  easily.  It  will 
not  be  found  possible  to  raise  it  suddenly,  as  the  dash- 
pot  piston  (20)  will  restrain  it.  After  pulling  up,  let 
go  of  the  rod  suddenly,  and,  if  the  piston  drops  easily, 
it  is  all  right.  In  case  it  does  not,  unscrew  the  dash- 
pot  cap  (20),  from  bottom  of  the  regulator,  pull  out  the 
piston  (19),  and  clean  it  with  kerosene  or  spirits.  If  it 
seems  somewhat  tight,  rub  it  with  fine  emery  cloth, 
being  very  careful  to  thoroughly  wipe  it  off  before 
replacing.  Before  screwing  on  the  bonnet,  examine 
the  auxiliary  valve  (8).  To  do  this,  remove  the  slot- 
headed  plug  (25)  in  bottom  of  bonnet,  also  the  small 
spring  (10).  The  valve  (8)  can  then  be  taken  out  and 
examined.  This  valve  should  work  perfectly  free. 
In  taking  out  the  plug  (25),  there  may  be  a  burr, 


LOCOMOTIVE  APPLIANCES.  207 

caused  by  the  screw  driver,  which  should  be  dressed 
down  before  replacing,  as  this  plug  forms  a  guide  to 
centralize  the  diaphragm  button  (11)  which  should 
fit  over  it  freely.  In  replacing  the  bonnet  (7),  be  sure 
that  the  zero  marks  on  the  side  and  those  on  the  body 
correspond;  also  see  that  the  diaphragm  (24)  is 
replaced  so  that  the  port  holes  in  it  correspond  with  the 
holes  in  the  body.  Carefully  clean  the  diaphragm  as 
well  as  the  place  where  it  makes  its  seat.  Do  not  use 
washers  or  gaskets  of  rubber,  or  any  other  compound, 
in  making  connections.  They  will  burn,  and  the 
pieces  will  get  into  the  regulator.  Two  copper  gas- 
kets for  making  the  steam  connections  are  sent  with 
each  regulator. 


NOTE. — The  reader  will  find  the  several  forms  of  Westing- 
house  Standard  Air  Pump  Governors  fully  illustrated  and  described 
in  "The  Science  of  Railways." 


LOCOMOTIVE  STEAM  WHISTLES. 


The  locomotive  steam  whistle,  aside  from  its  more 
ordinary  uses,  is  distinctly  a  safety  appliance  and  a 
danger  signal  as  well.  The  tone  should  be  such  as 
not  to  be  disagreeable  to  the  ear  of  passengers  and 
others,  and  yet  clearly  audible  to  all  whom  it  would 


FIG 
Chime  Whistle  "Locomotive  Style." 

warn  or  to  whom  it  would  convey  signals.  Fig.  1 
shows  the  ordinary  bell  whistle  with  steam  valve  and 
lever  attached.  As  an  improvement  in  tone,  various 
types  of  chime  whistles  were  made  at  different  railroad 

(208) 


LOCOMOTIVE  APPLIANCES. 


209 


shops.  They  were,  many  times,  a  bunch  of  pipes  of 
such  different  lengths  as  to  cause  a  harmony  of  sound. 
The  manufacturers  have  improved  on  this  type, 
making  a  chime  whistle  out  of  a  single  bell,  as  shown 
in  Figs.  2,  3,  4  and  5.  This  is  done  by  dividing  the 
bell  into  three  or  four  sections  whose  depth  varies, 
thus  producing  different  but  harmonious  tones.  Fig, 
2  shows  what  is  termed  the  "locomotive  style"  because 
of  its  upright  valve.  The  slide  valve  type  is  clearly 
shown  by  Fig.  3,  which  illustrates  this  style  of  Crosby 
whistle,  used  on  a  large  number  of  locomotives  and  said 
to  be  the  original  single  bell  chime  whistle  marketed. 

This  whistle  is  fully  adapted  to 
severe  railway  service.  In  the  dis- 
tribution of  material  and  the  unit- 
ing of  the  several  parts  great  care 
has  been  exercised  in  the  designing 
and  making  of  it,  so  that  it  shall 
resist  successfully  the  jars  and  con- 
cussions which  may  arise  in  use 
on  a  locomotive.  In  all  whistles 
whenever  the  valve  is  badly  worn 
the  cup  is  of  little  or  no  value.  To 
meet  this  condition  the  valve  has 
been  made  so  that  the  seats  are  the 
same  as  are  employed  in  the  Crosby 
spring-seat  valve,  shown  elsewhere 
in  this  volume,  and  are  seen  in  the 
above  mentioned  cut  marked  (A) 
and  (B).  ^lo.  3. 

These  seats  can  be  renewed  at  a 
small  expense  whenever  they  are  injured  or  worn, 
thus  preserving  the  entire  whistle  for  a  very  much 

14 


Crosby  Chime  Whistle, 
Slide  Valve  Type. 


210 


LOCOMOTIVE  APPLIANCES. 


longer  time  than  formerly  when  in  constant  service. 
This  applies  only  to  the  sizes  five-inch  and  six-inch 
diameters  of  bell,  which  are  the  ordinary  ones  for 
locomotives. 

Fig.  4  represents  the  Crosby  single  bell  chime 
whistle.  It  differs  from  the  whistle  last  illustrated  in 
having  a  compound  automatic  whistle  valve  incor- 


Fio.  4. 

Crosby  Single  Bell  Chime 
Whistle. 


FIG.  5. 

Ashcroft's  Four-Tone  Chime 
Whistle. 


porated  as  a  part  of  its  construction,  in  the  place 
of  the  ordinary  whistle  valve.  It  has  been  found  by 
experience  that  whistles,  when  used  under  the  high 
pressures  which  are  to-day  in  almost  general  use, 
are  sounded  or  operated  with  difficulty  and  great 
exertion.  To  meet  this  difficulty,  that  is,  to  sound 
whistles  of  any  size,  no  matter  what  the  pressure  is, 


LOCOMOTIVE  APPLIANCES.  211 

with  little  effort,  this  whistle  was  designed.  The 
ease  of  operation  can  be  readily  seen  by  an  examina- 
tion of  the  cut.  The  only  valve  which  must  be 
operated  by  force  is  the  small  one  which  is  held  closed 
by  a  spiral  spring  pressed  to  the  foot  of  the  lever.  A 
slight  pull  on  this  lever  pushes  inward  the  valve  and 
permits  the  steam  to  flow  into  a  chamber  and  to  open 
automatically  the  large  valve  and  sound  the  whistle. 
By  this  device  the  largest  whistles  under  the  highest 
pressure  of  steam  are  operated  with  ease  and 
rapidity. 

The  Ashcrof t  four-tone  chime  whistle,  is  shown  in 
Fig.  5.  These  whistles  are  pitched  to  first,  third  and 
fifth  of  the  common  musical  scale,  which  harmonizes 
the  sound  and  gives  an  agreeable  musical  chord. 

The  chime  whistle  has  proved  much  more  pene- 
trating than  the  single  bell  whistle,  as  shown  in  Fig. 
1,  and  can  be  heard  at  a  greater  distance,  without  the 
harsh,  disagreeable  noise. 

Many  railroads  have  adopted  a  chime  whistle  for 
passenger  runs,  in  order  to  distinguish  passenger 
from  freight  trains,  but  new  locomotives  are  being 
added  so  rapidly,  and  are  of  such  size  as  to  haul  very 
long  trains,  and  thus  require  a  whistle  of  maximum 
penetrating  qualities  to  be  heard  at  the  rear  end  of 
the  train. 


STAY  BOLTS. 

The  corrugated  fire  box  for  locomotive  use  being 
only  in  the  experimental  stage,  it  may  be  said  that 
practically  every  locomotive  has  several  hundred 
stay-bolts  which  form  the  connecting  and  strength- 
ening link  between  the  fire-box  and  the  outer  shell  of 
the  boiler.  (For  the  description  and  construction  of 
the  locomotive  boiler,  the  reader  is  referred  to  Vol.  I, 
"The  Science  of  Railways,"  where  he  will  find  many 
engravings  relating  thereto;  also  to  Plate  I,  "The 
American  Steam  Locomotive.") 

The  great  expense  to  railroad  companies  caused  by 
the  frequent  breaking  of  stay-bolts,  requiring  renew- 
als of  same  and  the  consequent  laying  up  of  the 
engine  out  of  service,  have  led  motive  power  men  to 
consider  the  means  of  remedying  this  evil.  A  number 
of  different  devices  have  been  used  in  the  effort  to 
accomplish  this  end.  Some  of  them  have  proven 
fairly  satisfactory;  others  have  failed  and  been 
abandoned.  In  soft  water  districts  where  the  break- 
age of  stay-bolts  is  not  so  frequent  and  is,  therefore, 
not  such  a  serious  matter,  some  of  these  devices  have 
apparently  given  good  results;  at  least  the  mechan- 
ical construction  of  the  device  has  received  credit 
where  it  is  more  than  likely  the  credit  was  due  to  soft 
water  and  careful  handling  of  engine  by  the  engine 
crew.  But  on  roads  not  so  favorably  situated,  where 
the  water  is  heavily  impregnated  with  lime,  sulphur 
and  other  ingredients  which  deposit  a  hard  scale  on 

(212) 


LOCOMOTIVE  APPLIANCES.  213 

the  fire-box  sheet,  stay-bolts  and  flues,  the  conditions 
are  very  much  more  severe;  the  frequent  leaking  of  the 
flues  making  it  very  difficult  for  the  engine  crews  to 
handle  their  fire  and  water  supply  with  the  regularity 
desired  and  the  incessant  rising  and  falling  of  the 
temperature  in  the  fire  box  causes  a  corresponding 
expansion  and  contraction  of  the  fire-box  sheets. 

The  sheets  being  covered  with  scale  of  greater  or 
less  thickness  become  overheated,  and  this  causes 
excessive  expansion  of  the  sheets.  This  constant 
movement  of  the  fire  box  while  the  shell  of  the  boiler 
is  comparatively  rigid,  the  two  being  firmly  riveted 
together  at  the  foundation  ring,  all  movements  of  the 
fire  box  must  be  accommodated  by  the  stay-bolts  and 
the  importance  of  flexibility  in  the  stay-bolts  has  been 
recognized  as  an  absolute  necessity.  A  great  many 
roads  have  tried  the  expedient  of  reducing  the 
diameter  of  the  stay-bolts  in  the  water  space;  others 
have  milled  out  the  stay-bolt  longitudinally  in  the 
water  space,  and  while  these  and  similar  attempts 
have  accomplished  some  good,  the  urgent  necessity 
for  something  more  flexible  and  durable  has  been 
felt  to  be  a  necessity  by  the  motive-power  depart- 
ment of  our  railroads,  especially  in  those  sections 
using  bad  water.  It  has  been  observed  that  about 
ninety-nine  per  cent,  of  all  stay-bolts  which  break 
give  way  just  inside  of  the  outer  sheets;  this  being 
fully  recognized  by  locomotive  builders  and  locomo- 
tive superintendents,  it  has  become  an  almost  uni- 
versal practice  to  drill  a  small  hole  in  the  outer  end 
of  each  stay-bolt  for  the  purpose  of  detecting  broken 
stay-bolts.  While  this  has  worked  satisfactorily  in 
soft  water  districts,  it  has  been  the  experience  of 


214  LOCOMOTIVE  APPLIANCES. 

motive-power  men  in  bad  water  districts,  that,  after 
the  stay-bolts  have  become  partially  broken,  the 
fracture  extending  from  the  outer  surface  to  this 
small  hole  drilled  in  the  stay-bolt,  the  lime  and  other 
scaling  matter  contained  in  the  water,  works  its  way 
into  the  hole,  so  completely  stopping  it  up  as  to  pre- 
vent any  escape  of  steam  or  water.  In  such  cases  the 
method  of  detecting  broken  stay-bolts  is  by  the 
insertion  of  a  steel  wire  or  other  suitable  pointed 
instrument  into  the  detecter  holes. 

Many  theories  have  been  advanced  as  an  explana- 
tion for  the  breaking  of  stay-bolts,  and  as  to  the 
cause  of  their  breaking  invariably  next  to  the  out- 
side sheet.  It  is  conceded  that  the  expansion  and 
contraction  of  the  fire-box  sheets  is  principally 
responsible  for  the  fracture  of  the  stay-bolts-  -due  to 
the  repeated  change  in  position  of  the  fire-box. 

This  same  action  goes  on  in  the  fire-box  of  every 
locomotive,  whether  the  water  used  is  what  is  known 
as  soft  water  or  hard  water,  and  it  has  been  somewhat 
of  a  puzzle  to  account  for  the  much  larger  number  of 
broken  stay-bolts  in  those  engines  using  hard  water. 

The  following  explanation  has  been  suggested  as 
the  true  cause  of  this  trouble,  where  hard  water  is 
used:  In  the  first  place,  scale  forms  more  rapidly  on 
the  fire-box  sheets;  the  sheets  become  much  hotter, 
and  the  expansion  is  much  greater  than  where  no 
scale  is  formed. 

These  strains  brought  upon  the  stay-bolts  due  to 
the  expansion  and  the  contraction  of  the  sheets,  open 
the  fibre  of  the  metal  in  the  stay-bolts  near  the  outer 
shell  of  the  boiler,  and  a  thin  film  of  scale  is  immedi- 
ately deposited,  and  when  the  stay-bolts  are  forced  .in 


LOCOMOTIVE  APPLIANCES. 


215 


the  opposite  direction,  this  film  of  scale,  occupying 
the  space,  offers  resistance  to  the  fibre  of  the  metal 
resuming  its  normal  position.  In  the  meanwhile 
scale  is  deposited  in  the  open  fibre  of  the  metal  on 
opposite  side  of  stay-bolt,  and  as  this  process  con- 
tinues, the  film  of  scale  being  deposited  in  this  ever 
increasing  opening  has  the  effect  of  wedging  the 
metal  apart  al-  ^^^^ 
ternatelyonone  |j  Jf 

side  and  then 
on  the  other, 
finally  causing 
the  stay-bolt  to 
part  at  that 
point.  The 
stay-bolt  does 
not  break  next 
to  the  fire-box 
sheet.  Due  to 
the  fact  that 
this  end  of  the 
bolt  is  kept  at 
such  a  temper- 
ature that  the 
metal  ib  more 
elastic  and  yields  to  the  change  of  position  without 
opening  the  fibre  and  exposing  it  to  the  entrance 
of  this  deposit  of  scale. 

To  overcome  this  difficulty  many  other  mecharJcal 
devices  have  been  designed,  one  of  which,  known  as 
the  Johnstone  flexible  stay-bolt,  derives  its  name  from 
the  designer,  a  mechanical  superintendent  of  a  large 
American  railway. 


FIG.  1. 
Johnstone  Flexible  Stay  Bolt. 


216  LOCOMOTIVE  APPLIANCES. 

It  will  be  seen  by  reference  to  the  accompanying 
engraving  (Fig.  1)  that  this  device  is  composed  of  two 
parts;  the  plug  is  made  of  mild  steel,  while  the  stay- 
bolt  proper  is  made  of  any  of  the  standard  brands  of 
iron  generally  used  for  the  purpose,  or  of  steel,  which 
is  much  cheaper  and  has  a  greater  tensile  strength. 
The  plug  is  first  made  as  a  drop  forging;  the  ball  on 
end  of  stay-bolt  is  formed  in  an  upsetting  machine; 
the  ball  is  then  inserted  into  the  cup  or  plug,  and  the 
metal  of  the  plug  folded  down  around  the  ball. 

The  method  of  applying  this  stay-bolt  is  as  follows: 
The  plug  is  screwed  into  the  outer  sheet  while  the 
stay-bolt  proper  is  screwed  through  the  inner  or  fire- 
box sheet,  the  square  end  of  the  stay-bolt  enabling  the 
man  on  the  inside  of  fire-box  to  screw  in  the  stay-bolt, 
while  the  man  on  the  outside  screws  in  the  plug. 
After  the  stay-bolt  is  screwed  into  place,  it  is  cut  off  on 
the  inside  and  hammered  over  in  the  usual  way  (as 
shown  in  the  lower  bolt  of  the  engraving),  while  a 
holding-on  bar  is  held  against  the  back  of  the 
plug. 

The  upper  figure  in  the  cut  shows  the  bolt  as 
screwed  in  and  before  being  cut  off;  the  lower  figure 
shows  the  bolt  cut  off  and  hammered  over  ready  for 
service. 

It  is  claimed  that  this  is  a  perfectly  flexible  stay-bolt 
and  no  amount  of  movement  of  the  fire-box  can  have 
any  effect  to  break  it. 

In  renewing  stay-bolts  in  old  fire-boxes,  where  it 
becomes  necessary  to  put  in  a  larger  stay-bolt— this  is 
done  by  enlarging  the  end  of  the  stay-bolt  where  it  is 
screwed  into  the  fire-box  sheet.  The  ball  on  the  end 
of  the  stay-bolt  and  the  neck  of  the  stay-bolt  adjacent 


LOCOMOTIVE  APPLIANECS.  217 

to  the  ball  retain  their  standard  dimensions,  and  are 
the  same  for  all  sizes  of  bolts. 

The  practice  adopted  by  one  large  railroad  in 
renewing  old  stay-bolts  of  the  ordinary  form  and 
replacing  them  with  these  flexible  bolts,  is  as  follows. 
The  outer  end  of  the  stay-bolt  is  drilled  through  the 
outer  sheet  with  a  one  and  five-eighths  inch  twist  drill. 
A  piece  of  gas  pipe  is  then  inserted  through  the  water 
space,  so  that  the  old  stay-bolt  to  be  removed  is  inside 
of  the  pipe;  the  stay-bolt  is  then  cut  out  or  drilled  out 
of  the  inside  sheet,  and  is  knocked  out  through'  the 
pipe.  This  prevents  it  from  falling  into  the  water  leg 
of  the  boiler.  The  outer  sheet  is  then  tapped  out, 
pieces  of  gas  pipe  or  suitable  mandrel  passing  through 
the  tap  or  through  the  inner  sheet  of  the  fire  box, 
guiding  the  tap.  The  fire  box  sheet  is  tapped  out  in 
the  usual  way.  All  of  this  work  is  done  by  the  use  of 
pneumatic  tools,  and  is  thus  rapidly  performed. 
These  stay-bolts  have  been  tested  to  ascertain  what 
pull  would  be  necessary  to  open  up  the  plug,  or  pull 
the  ball  out  of  the  plug.  Tests  have  been  made  where 
the  plug  was  screwed  through  the  outer  sheet,  so  that 
the  center  of  the  ball  was  inside  the  inner  surface  of 
the  sheet,  thus  removing  any  re-inforcing  effect  which 
the  sheet  might  have  on  the  plug;  and  under  these 
conditions  it  was  found  that  it  required  from  twenty 
thousand  to  twenty-five  thousand  pounds  to  pull  the 
ball  out  of  the  plug,  and  where  the  plug  is  screwed  into 
the  sheet,  as  shown  in  the  engraving,  the  sheet  re-in- 
forcing the  plug,  the  bolts  broke  in  the  thread  under  a 
pull  of  from  twenty-eight  thousand  to  thirty  thousand 
pounds,  without  so  much  as  loosening  the  ball  in  the 
plug.  As  these  bolts  in  service  have  only  to  resist  a 


218  LOCOMOTIVE  APPLIANCES. 

strain  of  about  three  thousand  pounds,  it  will  be  seen 
that  they  have  a  factor  of  safety  under  the  worst  con- 
ditions of  six,  and  under  normal  conditions  of  nearly 
ten. 

As  the  usual  brands  of  standard  stay-bolt  iron  are 
simply  valuable  on  account  of  their  ductility  or 
drawing-out  property,  this  quality  being  unnecessary 
in  the  Johnstone  flexible  stay-bolt,  the  manufacturers 
thereof  strongly  recommend  the  use  of  steel  in  the  bolt 
proper,  not  only  on  account  of  its  less  cost  but  also 
because  of  its  greater  tensile  or  pulling  strength  and 
greater  durability. 

It  is  not  urged  that  these  bolts  be  used  throughout 
the  entire  boiler.  Different  people  have  different 
ideas  and  varied  experience  as  to  where  staybolts 
break  most  frequently,  hence  the  flexible  bolt  should 
be  applied  as  the  experience  and  the  judgment  of  the 
user  dictate. 

Inspection  of  Stay-Bolts. — As  a  result  of  long 
experience,  it  has  become  the  general  practice  of  most 
railroad  companies  in  this  country  to  have  a  careful 
test  and  stay-bolt  inspection  made  each  month,  of 
every  locomotive  in  service.  To  this  practice  is 
undoubtedly  due  the  great  decrease  in  locomotive 
boiler  explosions,  for  the  stay-bolt  has  been  the 
hidden  source  of  these  disastrous  occurrences,  more 
than  any  other.  In  conclusion,  it  should  be  said 
that  even  with  drilled  or  hollow  stay-bolts,  no  inspec- 
tion should  be  allowed  to  pass  without  its  being 
absolutely  known  by  the  insertion  of  a  wire  or  other 
pointed  instrument  into  the  hole  for  a  distance  greater 
than  the  thickness  of  the  shell,  that  the  hole  itself  is 
not  stopped  up. 


LOCOMOTIVE  ECCENTRICS. 

The  reason  the  eccentrics  of  a  locomotive  should  be 
considered  of  great  interest  to  the  practical  railroad 
man  is  perhaps  not  difficult  to  explain,  if  we  take  into 
consideration  the  frequent  delays  due  therefrom,  and 
the  fact  that  there  are,  in  number,  four  of  them  on 
every  locomotive,  that  they  are  of  great  size  and 
weight,  and  that  their  speed  is  the  highest  at  times 
when  inspection  is  impossible  until  some  stopping 
point  is  reached.  While  they  should  be  provided  with 
a  set-feed  oil  cup  (besides  the  usual  oil  hole  filled  with 
hair  or  wool),  still  on  the  locomotive  they  are  not 
readily  accessible  and  can  only  be  well  inspected  by 
getting  under  the  engine  in  the  roundhouse. 

The  accompanying  engraving  of  Linstrom's 
improved  eccentric  for  locomotives  will  be  of  interest 
from  the  fact  that  it  would  seem  to  solve  some  of  the 
difficulties  attendant  upon  the  usual  construction  of 
locomotive  eccentrics.*  The  eccentric  set  screw  is 
done  away  with,  the  U-shaped  bolt  D  not  only  hold- 
ing the  two  segments  A  and  B  together,  but  also 
clamping  them  to  the  shaft.  While  there  is  no 
objection  to  the  use  of  keys  with  this  eccentric,  it  is 
said  to  be  unnecessary,  as  its  construction  prevents 
its  slipping  on  the  shaft  It  is  claimed  to  allay  the 
running  hot  of  the  eccentric,  which  often  occurs  on 
the  ordinary  form,  on  account  of  tightening  the  set 

*  For  illustrations  and  description  of  the  ordinary  locomotive 
eccentric,  the  reader  is  referred  to  "  The  Science  of  Railways, " 
General  Index. 

(219) 


220 


LOCOMOTIVE  APPLIANCES. 


screws  and  thereby  forcing  the  eccentrics  away  from 
the  shaft  and  causing  them  to  bind  in  the  straps, 
producing  excessive  friction. 


FIG.  1. 
An  Improved  Locomotive  Eccentric. 


The  two  bolts  C  C  serve  as  dowel  pins  to  hold  the 
two  halves  of  the  eccentric  rigidly  together,  even  if 
nuts  on  U-bolt  D  should  become  loosened. 


ROD  PACKING  FOR  LOCOMOTIVES. 

In  early  locomotive  practice  all  the  glands  and 
stuffing  boxes  were  packed  with  hemp,  cotton  or 
other  fibrous  packing,  occasionally  some  ingenious 
engineer  buying  a  little  tea-lead  when  he  became  too 
tired  of  renewing  the  packing  almost  daily.  And  it  is 
perhaps  this  latter  practice  that  furnished  the  idea  of 
metallic  packing  now  so  generally  used  on  valve 
stems  and  piston  rods. 

There  still  remains,  however,  a  considerable  num- 
ber of  locomotives,  especially  on  logging  or  other 


CLASS   A.  CLASS   C. 

Round  or  Square.  Round  or  Square. 


CLASS   K.  CLASS   L. 

Rubber  Wound  Cloth  Packing. 

small  railways  not  conveniently  situated  with  refer- 
ence to  machine  shops,  where  some  kind  of  packing 
other  than  metallic  is  used  on  these  parts;  but  instead 
of  hemp  or  cotton,  some  of  the  forms  shown  in  the 
accompanying  illustration,  as  A,  C,  K,  and  L,  being 
those  most  used.  The  packing  here  shown  is  made 
from  layers  of  asbestos  cloth  or  canvas  coated  with 
rubber.  This  makes  a  very  strong  and  elastic  pack- 
ing, suitable  for  joints  of  all  kinds.  A  mixture  of 

(221) 


222  LOCOMOTIVE  APPLIANCES. 

plumbago  or  graphite  is  often  intermixed  with  the 
layers  of  cloth  and  rubber,  and  tends  to  reduce  the 
friction  to  a  considerable  extent  and  insure  greater 
life  to  the  packing. 

The  first  metallic  packing  for  locomotives  simply 
furnished  metal  rings  in  place  of  the  fibrous  ones 
formerly  used.  It  failed  to  provide  all  the  essentials 
that  have  since  been  found  necessary  to  success. 

Fibrous  packing  had  at  best  more  or  less  elasticity. 
It  was  possible  to  compress  it  between  its  gland  and 
the  bottom  of  the  stuffing  box  enough  to  make  it  con- 
tract on  the  rod  and  make  a  joint.  If  the  rod  moved 
out  of  the  center  of  the  stuffing  box  when  at  work,  it 
pushed  the  packing  aside,  and  when  it  moved  back  its 
packing  followed  it  or  else  there  was  a  leak.  Some 
means  had  to  be  provided  to  make  the  soft  metal 
rings  fit  the  rod  and  be  free  to  move  with  it.  They 
must  fit  tighter  on  the  rod  when  the  steam  is  on  than 
when  it  is  off. 

The  first  improvement  was  in  adopting  a  cone  cup 
on  the  gland  end  of  the  packing  and  fitting  the  soft 
metal  rings  into  it.  These  rings  were  kept  into  the 
cone  by  a  spring.  This  kept  the  rings  in  contact  with 
the  rod,  and  the  steam  itself  increased  the  pressure 
when  the  piston  was  doing  work. 

UNITED  STATES  METALLIC  PACKING. 

By  reference  to  Figs.  1  and  2  it  will  be  seen  that  this 
packing  consists  of  three  babbitt  rings,  numbered  2. 

The  parts  referred  to.  by  number  in  these  cuts  are: 
2 — three  babbitt  rings,  known  as  one  ring;  3-  -flange 
follower;  4 — ball  joint;  5 — swab  holder;  6 — vibrating 
cup;  7— gland;  8— preventer. 


LOCOMOTIVE  APPLIANCES. 


223 


It  will  be  seen  that  all  tne  parts  other  than  the  bab- 
bitt rings  are  simply  for  the  purpose  of  properly 
securing  these  in  a  steam-tight  position  against  the 
piston  rod,  with  the  exception  of  the  ball  joint  4,  which 
is  to  prevent  the  escape  of  steam  from  around  the 


FIG.  1. 
United  States  Piston  Rod  Packing. 


packing.  The  babbitt  rings  2  are  made  each  in  two 
halves  in  order  to  avoid  the  necessity  of  disconnecting 
the  crosshead  from  the  rod,  and  they  are  placed  in  a 
vibrating  cup,  6,  whose  interior  form  is  that  of  a  double 
angle  cone.  The  face  of  this  cup  6  bears  against  the 


224 


LOCOMOTIVE  APPLIANCES 


flat  face  of  the  ball  joint  ring  4,  which  makes  a  joint 
with  the  outer  casing  or  gland  7;  the  coll  spring  with 
its  follower  3  and  preventer  8  holds  the  whole  in  place 
when  there  is  no  steam  pressure  to  do  so,  and  thus 
prevents  the  rod  from  drawing  them  back.  The  soft 


FIG.  2. 
United  States  Piston  Rod  Packing  for  Pistons  with  Enlarged  Ends. 

babbitt  rings  2  are  the  only  parts  that  should  touch  the 
rod,  so  that  if  the  rod  is  once  trued  up  perfectly  round 
and  parallel  it  should  wear  very  slightly  and  evenly. 

As  most  modern  designers  make  piston  rods  with 
enlarged  ends,  Fig.  2  will  show  the  provisions  made 


LOCOMOTIVE  APPLIANCES.  225 

therefor,  namely:  the  flange  follower  3  and  the  vibrat- 
ing cup  6  are  composed  of  two  rings,  the  inside  one 
of  which  in  each  case  is  made  in  two  halves. 

This  packing  should  always  be  lubricated  by  an  oil 
cup    supplying   oil  to  a 
swab  cup. 

Fig.  3  shows  the  Gibbs 
vibrating  cup,  designed 
for  engines  having  an  en- 
larged end  on  rod.  It  is 
recommended  as  an  im- 
provement over  the  regu- 
lar vibrating  cup  for  this 
purpose.  This  cup  has 
an  inner  ring,  m  halves. 
In  designing  new  work,  .  F'G- 3- 

.  '        Gibbs'  \  ibrating  Cup  for  Pistons  with 
USing        thlS        CUp,       it      IS  Enlarged  Ends. 

desirable  to  increase  the  diameter  of  stuffing  box  one- 
half  of  an  inch. 


UNITED  STATES  VALVE-STEM  PACKING. 

It  will  be  seen  by  reference  to  Fig.  4  that  this  pack- 
ing is  very  similar  to  the  piston  packing  of  the  same 
manufacture.  A  bushing  or  support,  9,  is  placed 
in  the  stuffing  box  to  carry  the  weight  of  the  valve 
stem.  This  support  wears  the  valve  stem  less  than 
the  neck  of  the  cylinder  head  formerly  did,  yet  it  is 
certain  to  wear  some  flat  place  on  the  under  side  of  the 
valve  stem  the  length  of  the  valve  travel  when  the 
reverse  lever  is  hooked  up  in  the  position  most  used. 
Then  when  the  valve  is  full  stroked  this  flat  place 
would  travel  farther  into  the  packing  rings,  and  cause 

15 


226 


LOCOMOTIVE  APPLIANCES. 


a  bad  leak.  This  has  been  overcome  in  the  design  of 
this  packing,  by  the  use  of  the  long,  extended  gland 
7  and  preventer  8,  which  render  the  distance  between 
the  support  9  and  the  babbitt  rings  2  slightly  greater 
than  the  full  valve  travel. 


FIG.  4. 
United  States  Valve  Stem  Packing. 

Parts  referred  to  by  numbers,  in  Fig.  4,  are  as 
follows:  2--three  babbitt  rings  in  halves,  known  as 
one  ring;  3- -follower;  4  -ball  joint;  5  -swab  cup; 
6- -vibrating  cup;  7 — gland;  8 — preventer;  9- -sup- 
port. 


LOCOMOTIVE  APPLIANCES. 


227 


JEROME  METALLIC  PACKING. 

Fig.  1  represents  the  Jerome  piston  rod  packing, 
embracing  all  the  new  improvements  used  therewith. 
The  parts  designated  by  letter  are:  A- -piston  rod; 
B-- the  cone;  C--the  gland;  D--the  stuffing  box; 
E- -the  packing  rings;  F- -the  follower;  G- -the  coil 
spring;  H-  -the  bushing  ring;  J— stud  bolts;  K-- 
sliding  ground  joint;  L — cap  screws,  to  hold  the  swab 


FIG.  1. 
Jerome  Piston  Rod  Packing. 

holder;  N- -swab  holder;  M- -the  swab.  The  swab 
holder  N  is  one  of  the  best  devices  for  oiling  the  piston 
rod  and  valve  stem  of  an  engine  yet  invented,  and  is 
now  applied  to  all  of  the  Jerome  packing. 

Fig.  2  shows  in  detail  the  Jerome  standard  piston 
packing  for  rods  with  enlarged  ends.  B  represents 
the  gland;  C,  the  rear  portion  of  the  cone  which  is 


:28 


LOCOMOTIVE  APPLIANCES. 


ground  to  a  joint  in  the  gland  B;  D,  the  outer  portion 
of  the  cone  or  packing  case,  which  is  made  in  halves, 


FIG.  2. 
Jerome  Piston  Rod  Packing  for  Pistons  with  Enlarged  Ends. 

of  gun  metal,  and  fitted  with  dowel  pins  to  hold  it 
rigidly  in  place  when  applied.    The  two  halves  of  D 


LOCOMOTIVE  APPLIANCES.  229 

are  held  together  by  C  screwing  over  them.  E  shows 
the  space  where  the  packing  rings  shown  in  Fig.  1  are 
to  go;  F  is  a  coil  spring;  G  is  a  follower,  which  is  also 
made  in  halves  and  held  in  place  by  the  ring  //, 
which  screws  over  it  from  the  inside;  I  is  a  ring  placed 
in  the  bottom  of  the  stuffing  box,  where  it  cannot  rub 
on  the  rod,  and  is  used  to  make  a  seat  for  the  spring  F; 
X  is  a  pipe,  or  tube,  leading  to  the  swab,  and  A  is  the 
oil  cup,  fed  from  the  pipe  X,  which  screws  into  it. 

When  desired,  cone  C  is  made  in  two 
parts,  the  outer  ring  being  in  the  form  of 
a  ball  joint,  but  in  most  cases  this  is  said 
to  be  unnecessary. 

After  the  piston  rods  have  become 
worn  and  are  turned  down,  it  is  only 
necessary  to  make  a  smaller  cone,  D, 
and  reduce  the  size  of  the  packing  rings  FIG.  3. 
by  cutting  out  a  portion  of  each  ring,  so 
that  it  will  close  upon  the  smaller  rod.  ton  Rod  Packing. 

The  babbitt  packing  rings  used  in  this  packing  are 
each  partly  severed,  as  shown  in  Fig.  3,  which  repre- 
sents a  set  of  rings  with  one  ring  above  opened  in  open 
position,  ready  to  close  around  the  rod  without  the 
necessity  of  disconnecting  the  rod  from  the  crosshead. 
As  the  packing  wears  it  ordinarily  only  requires  the 
addition  of  another  of  the  larger  rings. 

JEROME  VALVE-STEM  PACKING. 

Fig.  4  shows  in  a  similar  manner  the  application  of 
Jerome  metallic  packing  to  a  valve  stem.  It  will  be 
seen  that  the  cone  D,  or  vibrating  cup,  has  a  straight 
sliding  joint  at  C  to  compensate  for  any  lateral  play 


230 


LOCOMOTIVE  APPLIANCES. 


in  the  valve  stem.  This  is  found  to  be  satisfactory,, 
except  where  there  is  a  great  deal  of  rolling  motion, 
due  to  the  valve  stem  being  very  short,  in  which  case  a 


FIG.  4. 
Jerome  Valve  Stem  Packing. 


ball  joint  is  made  at  C  by  the  addition  of  another  ring, 

as  before  described  for  piston  packing  where  desirable. 

When  the  valve  stem  wears  or  is  turned  down,  it  is 


FIG  5. 

Jerome  Valve  Stem  Packing  Rings. 


only  required  to  make  a  smaller  cone  D,  and  add  new 
packing  rings. 
Fig.  5  shows  the  babbitt  rings  for  one  valve  stem, 


LOCOMOTIVE  APPLIANCES.  231 

turned  up  to  proper  size,  ready  for  application.  In 
case  it  is  not  convenient  to  disconnect  the  valve  stem, 
the  rings  may  be  sawed  in  half,  and  applied  in  this 
manner.  In  applying  new  rings  to  either  the  piston 
rods  or  valve  stems,  be  sure  that  all  joints  are  properly 
broken. 


AIR  PUMP  METALLIC  PACKING. 

As  the  air  brake  is  now  almost  wholly  relied  upon  to 
handle  trains  -both  passenger  and  freight  -a  failure 
to  obtain  sufficient  air  pressure  usually  results  in 
serious  delays  to  trains,  as  well  as  Tendering  their 
operation  less  safe. 

Air  pumps  are  one  of  the  hardest  things  to  pack 
well  with  fibrous  packing,  and  yet  one  of  the  easiest  to 
pack  with  metallic  packing.  Several  large  railroads 
use  shot  and  graphite,  which  in  time  hardens  into  a 
state  similar  to  babbitt  packing;  many  other  railroads 
use  a  metallic  packing  of  their  own  design;  hence  it 
will  suffice  to  here  show  the  two  forms  of  metallic  air 
pump  packing  most  frequently  used  when  purchased 
from  manufacturers. 


UNITED  STATES  AIR  PUMP  PACKING. 

This  form  of  packing  is  shown  in  Fig,  1  as  applied 
to  the  regular  stuffing  box  standard  to  air  pumps.  It 
should  be  noted  that  the  cone  is  made  enough 
smaller  than  the  stuffing  box  to  allow  some  vibration. 
The  cone  also  has  a  shoulder  fitting  over  the  stuffing 


232 


LOCOMOTIVE  APPLIANCES. 


box,  thereoy  preventing  the  gland  being  screwed  in 
far  enough  to  close  up  the  coil  spring. 
The  form  of  the  babbitt  rings  is  'seen  to  be  quite 


FIG.  1. 
United  States  Air  Pump  Packing. 


similar  to  those  furnished  for  piston  rods  and  valve 
stems  by  the  same  manufacturers. 


JEROME  AIR  PUMP  PACKING. 

This  form  of  metallic  air  pump  packing  is  shown  in 
Fig.  2,  which  clearly  illustrates  its  use. 


LOCOMOTIVE  APPLIANCES. 


233 


No  air  pump  should  be  used  on  a  locomotive  without 
some  form  of  metallic  packing,  as  it  is  much  less 


FIG.  2. 
Jerome  Air  Pump  Packing. 


likely  to  burn  out  than  fibrous  packing,  and  will  thus 
prevent  many  a  delay  or  engine  failure 


SWAB  HOLDERS. 

It  should  be  remembered  that  metallic  packing  is  a 
babbitted  bearing  and  needs  oil  and  attention  ^ust  as 
much  as  it  would  if  the  shaft  turned  around 


FIG.  A. 
Swab  Holder  and  Swab  for  Lubricating  Valve  Stems  and  Piston  Rods. 

The  engraving  shows  a  not  uncommon  form  of 
swab  holder  and  swab  used  on  piston  rods  and  valve 
stems.  The  air  pump  packing  needs  a  swab  no  less, 
and  is  very  easy  of  application  by  any  engineer.  Any 
engineer  can  bend  a  piece  of  copper  or  sheet  iron,  wind 
with  candle  wicking,  and  in  short  order  have  a  very 
effective  air  pump  swab. 


(234) 


LOCOMOTIVE  LUBRICATION. 

Next  in  importance  to  the  proper  design  of  the  vari- 
ous parts  of  a  locomotive  may  be  considered  the  care 
and  lubrication  of  the  many  bearings,  pins,  etc., 
where  movement  between  the  parts  takes  place. 

It  is  needless  here  to  enumerate  these  parts;  suffice 
it  to  say  that  all  locomotives  use  cylinder  oil  and 
some  grade  of  machine  oil  (usually  termed  "engine" 
oil).  A  cheaper  grade  of  machine  oil,  termed  "car" 
oil,  and  some  form  of  solid  or  pasty  grease  are  also 
employed  as  lubricants  on  many  classes  of  locomo- 
tives. 

To  properly  distribute  these  different  grades  of 
lubricants,  we  will  consider  first  the  locomotive  lubri- 
cator, not  only  on  account  of  its  great  relative  impor- 
tance, but  because  of  its  embodiment  of  the  greatest 
ingenuity,  subsequently  illustrating  and  describing 
many  of  the  various  styles  of  oil  and  grease  cups  used 
upon  the  bearings  and  pins  not  surrounded  by  and 
subjected  to  the  heat  and  pressure  of  steam.* 

THE  LOCOMOTIVE  LUBRICATOR 

Although  many  engines  (notably  marine  engines 
using  distilled  feed  water)  have  been  run  successfully 
without  cvlinder  lubrication  other  than  that  of  the 


*  In  "The  Duties  and  Responsibilities  of  Locomotive  Engineers 
Vol.  XII  of  The  Science  of  Railways,"  the  reader  will  find  many 
valuable  points  of  information  relative  to  the  proper  lubrication  of 
locomotives. 

(235) 


236  LOCOMOTIVE  APPLIANCES. 

steam  that  is  condensed  about  the  walls  of  the  cham- 
ber, as  higher  boiler  pressure  became  used  in  loco 
motive  practice,  it  was  found  advisable  to  employ  oil 
in  the  lubrication  of  the  cylinders. 

The  boiler  of  a  locomotive  is  probably  forced  more 
at  times  and  more  steam  is  taken  from  it  in  a  given 
time  than  from  that  of  any  other  boiler  of  the  same 
size.  This  causes  priming,  and  moro  or  less  of  the 
water  is  carried  with  the  steam  into  the  cylinders. 
Hence,  if  the  water  has  much  of  any  incrustating 
matter  in  solution,  much  of  it  reaches  the  valves  and 
valve  seats,  the  pistons  and  cylinders,  and  results  in 
cutting  these  surfaces  to  a  considerable  extent,  even 
with  the  most  approved  methods  of  lubrication. 

The  original  method  employed  for  oiling  the  valves 
and  cylinders  was  by  means  of  an  oil  cup  located  on 
top  of  the  steam  chest,  through  which  cup  oil  could 
be  supplied  to  the  valves  and  cylinders  below  when- 
ever steam  was  shut  off. 

This  necessitated  the  engineer  or  fireman  going  to 
the  front  end  of  the  engine  and  pouring  oil  in  these 
two  cups  -one  on  either  side.  This  was  neither  con- 
venient nor  always  safe.  About  the  year  1864  the 
next  improvement  made  was  in  the  placing  of  these 
oil  cups  in  the  cab  and  connecting  them  by  sloping 
pipes  to  either  steam  chest.  Thus  the  oil  could  be  sup- 
plied by  the  enginemen  without  their  leaving  the  cab. 

After  many  designs  of  hand  oilers  had  been  used, 
the  necessity  for  an  even  flow  of  oil  to  valves  and 
cylinders  of  locomotives  was  met  in  the  year  1872  by 
the  introduction  of  the  steam-chest  oiler  that  could  be 
filled,  and  an  adjustment  made  whereby  a  constant 
and  controllable  flow  of  oil  was  had. 


LOCOMOTIVE  APPLIANCES.  237 

In  1883  the  first  down  drop-feed  lubricator  made  its 
appearance,  one  being  provided  for  each  cylinder. 
These  lubricators  were  located  in  the  cab  with  pipes 
leading  to  each  steam  chest. 

In  1885  this  was  changed  to  the  up  drop-feed,  one 
lubricator  for  each  cylinder  being  used,  however, 
until  1886,  when  the  double  sight-feed  lubricator  was 
put  in  use.  From  the  time  of  the  introduction  of  the 
air  brake  and  consequent  use  of  the  air  pump  up  to 
1888  a  separate  lubricator  was  used  for  air  pump 
lubrication.  In  that  year,  however,  another  feed 
attachment  was  added  to  the  cylinder  lubricator  for 
this  latter  purpose,  making  it  a  triple  sight-feed  lubri- 
cator, as  at  present  used,  several  varieties  of  which  it 
is  the  purpose  of  this  chapter  to  illustrate  arid 
describe. 

With  the  high  pressure  of  steam,  now  quite  general 
in  modern  locomotives,  there  has  been  in  some  in- 
stances a  disturbing  element  developed  in  valve  oil- 
ing, which,  with  reason,  excites  the  attention  of 
enginemen  and  others  interested  therein.  It  has  been 
demonstrated  that,  with  a  high  steam  pressure  and 
a  cut-off  of  one-quarter  or  less,  there  is  a  holding  of 
oil  within  the  oil  pipes  in  case  the  locomotive  is  worked 
with  wide  open  throttle.  How  much  of  this  with- 
holding of  oil  is  due  to  an  improper  supply  of  steam 
to  the  lubricator,  and  how  much  to  improper  arrange- 
ment of  oil  pipes,  over  which  the  lubricator  manu- 
facturers have  no  direct  control,  is  a  matter  of  con- 
siderable speculation. 

Any  change  decreasing  the  size  of  pipes  or  of  their 
location,  preventing  a  free  flow  of  oil  along  the  pipes 
in  a  constant  and  downward  course  by  an  upward 


238  LOCOMOTIVE  APPLIANCES. 

turn  of  current  or  by  bad  bends  in  the  pipe,  will  surely 
pocket  the  oil  and  hold  it  back  until  the  strength  of 
the  draft  at  the  steam  chest  outlet  increases  suffi- 
ciently to  overcome  it.  Decreasing  the  pipe  opening 
at  any  one  point  between  or  at  the  steam  inlet  valve 
on  the  boiler  and  the  oil  outlet  at  the  steam  chest 
will  doubtless  pocket  the  oil. 

With  the  original  sight-feed  lubricators  and  a 
boiler  pressure  of  130  pounds  or  less  there  was  no 
trouble  experienced  in  connecting  up  with  piping 
5-16  inch  inside  diameter.  A  change  to  higher 
pressures,  with  complaints  of  trouble  in  their  proper 
lubrication,  has  induced  the  majority  of  makers  to 
advise  the  use  of  pipe  having  an  inside  diameter  of 
not  less  than  l/2  inch,  and  to  issue  explicit  instruc- 
tions as  to  the  manner  of  applying  the  steam  and 
oil  pipes.  It  is  a  well  known  fact  that,  next  to  initial 
condensation  of  steam,  friction  causes  the  greatest 
loss  of  power  that  occurs  in  the  £>team  engine.  The 
idea  of  employing  sight-feed  lubricators  is  not  faulty, 
as  these  instruments  are  the  fruits  of  a  vast  amount  of 
study  and  experiment,  and  they  are  very  successful 
in  performing  their  duty  of  delivering  regularly  a 
small  amount  of  lubricant,  which  may  be  nicely  con- 
trolled. The  trouble  is  probably  outside  of  the  lubri- 
cator, and  lies  in  the  method  of  sending  the  oil  to  the 
steam  chest;  it  lies  in  the  pipe  system  employed, 
through  which  the  oil  is  expected  to  pass  in  a  down- 
ward sloping  course  from  the  lubricator  to  a  point  six 
or  seven  feet  below  it  to  the  steam  chest.  The  oil  feeds 
well  enough  when  the  throttle  is  closed  and  it 
is  aided  by  a  vacuum  in  the  steam  chest,  and  the 
difficulty  begins  when  the  throttle  is  opened  and 


LOCOMOTIVE  APPLIANCES.  239 

steam,  but  little  lower  than  boiler  pressure,  is  ad- 
mitted at  the  steam  chest  end  of  the  pipe. 

The  results  are  more  noticeable  and  more  trouble- 
some with  high  pressures,  which  are  used  to  assist 
in  meeting  the  vastly  increased  duty  expected  of 
modern  locomotives,  but  it  is  not  believed  to  be  true 
that  the  high  boiler  pressures  cause  the  lack  of  regular 
feeding  of  oil  to  the  steam  chest.  Accompanying 
the  use  of  increased  pressures,  longer  locomotive  runs 
are  now  the  rule,  which  makes  it  more  important  to 
lubricate  properly.  The  complaint  was  also  made  by 
engineers  that  the  valves  used  the  oil,  and  the  cylin- 
ders did  not  get  enough.  The  reason  that  the  oil  does 
not  go  through  the  pipes  regularly  is  interesting.  It 
is  reasonable  to  suppose  that,  at  the  opening  of  the 
throttle,  steam  under  or  very  near  boiler  pressure  is 
forced  up  into  the  long  oil  pipes,  where  it  condenses, 
nearly  filling  the  pipes  with  water,  and  the  lighter  oil 
cannot  get  through  the  water  under  these  conditions. 
Some  of  it  may  get  through  on  account  of  the  churn- 
ing it  receives. 

Engines  working  slow  and  hard  with  long  cut  off 
will  get  their  oil  all  right  as  the  steam  chest  pressure 
will  fluctuate  with  the  opening  of  the  ports  by  the 
valve,  in  which  case  the  boiler  pressure  will  force  the 
oil  down.  It  must  be  understood  that  boiler  pressure 
must  be  maintained  on  the  lubricator  for  good  results 
and  hence  the  aforesaid  recommendations  regarding 
the  piping  of  lubricators  are  strongly  urged. 

Location  of  sight-feed  lubricators. — The  best  location 
for  the  lubricator  to  secure  good  results  will  largely 
depend  on  style  of  boiler,  and  on  location  of  other 
cab  fittings.  On  engines  with  large  foot  plate,  prob- 


240  LOCOMOTIVE  APPLIANCES. 

ably  the  best  location  is  over  the  middle  end  of  boiler. 
In  this  position  the  feeds  are  in  plain  view  of  both 
engine  men,  and  irregular  working  and  stoppage 
will  be  noticed  at  once.  Upon  engines,  where  the 
boiler  extends  well  into  or  through  the  cab  and  the 
engineer's  seat  is  at  the  side  of  the  boiler,  the  cup 
should  be  placed  with  the  cylinder  feed  glasses  in 
line  (lengthwise)  with  the  boiler,  with  air  pump  feed 
and  oil  glass  facing  the  engineer.  This  arrange- 
ment brings  the  feed  glasses  under  the  supervision 
of  the  engineer  at  all  times  in  daylight,  and  by 
placing  the  gauge  light  on  the  same  standard  that 
holds  the  lubricator^  it  will  bring  the  feeds  out 
distinctly  at  night.  The  bracket  supporting  the 
lubricator  should  be  sufficiently  heavy  to  prevent 
vibration  of  the  cup,  this  action  tending  to  loosening  of 
pipes  and  joints. 

Steam  supply  and  piping. — It  has  been  the  general 
practice  to  attach  the  steam  connection  for  the 
lubricator  to  the  turret,  where  a  turret  is  used.  In 
a  number  of  instances,  where  the  lubricator  was 
not  working  satisfactorily,  it  was  found  that  the 
dry  pipe,  supplying  the  combination  stand,  was  not 
sufficiently  large  to  supply  all  drains  made  upon  it, 
and  to  maintain  full  boiler  pressure  in  the  lubricator. 
In  cases  of  this  kind  it  will  be  found  beneficial  to 
change  the  steam  connection  to  the  highest  point  of 
the  boiler  in  the  cab  and.  if  necessary,  to  use  a 
separate  pipe  for  dry  steam.  Full  J^-inch  openings 
in  pipes  and  fittings  should  be  had  to  secure  best 
results.  It  is  also  very  important  to  see  that  the  oil 
delivery  pipe  should  have  a  good  steady  fall  from  the 
lubricator  to  the  steam  chest.  Oil  will  float  upward 


LOCOMOTIVE  APPLIANCES.  241 

through  water,  but  not  downward,  Do  not  connect 
to  turrets,  as  the  pressure  is  not  uniform  when  so 
connected. 

Cleaning.  --In  cleaning  out  the  lubricator,  it  will  be 
necessary  to  occasionally  immerse  it  in  a  lye  bath. 

This  is  especially  true  when  care  is  not  taken  to 
strain  oil.  Some  grades  of  oil  leave  a  residue  behind 
that,  under  the  high  temperature,  seems  to  bake  into 
scale.  A  practice  of  blowing  out  by  steam  tends  to 
prevent  this  accumulation,  but  will  not  always  remove 
it  after  it  has  once  been  formed.  This  will  also  be 
apparent  on  the  glasses,  and  can  be  avoided  and 
removed  by  a  small  amount  of  glycerine  swabbed 
through  the  glasses. 

Filling.—  The  greatest  care  should  be  exercised  in 
the  filling  of  the  oil  tank  to  prevent  foreign  matter  of 
any  kind  passing  into  the  reservoir  with  the  oil,  as 
the  passages  for  same  in  all  lubricators  in  use  are  very 
small  (about  1-32  inch  opening),  and  a  small  particle 
in  the  right  place  stops  the  feed  and  prevents  the  cup 
from  working,  on  whichever  side  it  may  occur,  until 
removed.  To  obviate  this  difficulty,  it  is  recom- 
mended that  all  filling  cans  be  provided  with  a 
strainer,  believing  that  in  this  case  an  ounce  of  pre- 
vention is  worth  a  pound  of  cure.  With  some  makes 
of  lubricator,  it  will  be  found  best  not  to  fill  the  oil  tank 
entirely  full,  as  there  is  a  likelihood  of  a  small  quan- 
tity being  forced  over  into  the  boiler,  this  action  being 
brought  about  by  the  expansion  of  the  oil  in  the 
reservoir. 

When  the  principle  of  the  lubricator  is  thoroughly 
understood  by  engine  men,  defects  and  peculiar 
actions  will  be  easily  detected  and  remedied.  Partic- 

16 

OF 


242  LOCOMOTIVE  APPLIANCES. 

ular  attention  should  be  paid  to  the  matter  of  opening 
steam  and  water  valves  immediately  after  filling  the 
oil  tank,  the  opening  of  the  water  valve  to  avoid  bulg- 
ing of  the  oil  reservoir  and  bursting  of  glasses,  due  to 
expansion  of  oil  when  heated.  The  steam  valve 
should  always  be  opened  full  to  maintain  as  nearly 
as  possible  the  boiler  pressure  in  the  lubricator  all 
the  time,  whether  steam  is  shut  off  from  the  cylinder 
or  not.  The  steam  valve  should  always  be  opened 
first,  and  closed  last.  By  so  doing,  it  will  be  found 
that  nearly  all  of  the  trouble  will  disappear,  as  there 
will  be  no  muddying  up  of  water  in  sight-feed 
glasses,  no  siphoning  of  oil,  and  no  irregular  feed, 
for  the  equalization  of  pressures  will  protect  the 
lubricator  against  those  things-  -provided,  of  course, 
the  lubricator  is  in  working  order. 

If  the  sight-feeds  get  stopped  up,  shut  the  water 
valve  at  back  of  cup  between  condenser  and  oil  tank, 
open  the  drain  cock  at  bottom  of  cup,  and  the  steam 
pressure  will  blow  everything  in  the  sight-feed  glass 
up  into  the  oil  tank,  carrying  the  obstruction  out 
with  it.  In  the  same  way  the  steam  feed  or  chokes 
can  be  cleaned.  In  this  case,  shut  the  steam  feed 
from  the  boiler  and  open  the  throttle,  so  the  steam 
chest  pressure  will  come  into  the  cup.  This  will 
blow  the  obstruction  in  the  choke  down  into  the 
sight-feed  glass,  and  leave  this  passage  clear.  In 
case  of  a  broken  feed  glass  close  the  valves  above 
and  below  the  break;  use  hand  oiler  until  such 
time  as  new  glass  can  be  put  in.  Proceed  as  fol- 
lows: Close  water  valve;  then  steam  valve.  Take  off 
packing  nuts  on  broken  glass,  unscrew  box  of  the 
valve  on  top  of  the  feed  arm,  where  glass  is  broken, 


LOCOMOTIVE  APPLIANCES.  243 

drop  glass  in  from  top  through  packing  nuts,  using 
new  gaskets.  Do  not  tighten  packing  nuts  too  tight, 
replace  valve  box  on  top  of  upper  feed  arm  and  open 
steam  valve,  and  when  glass  fills  with  condensation 
open  water  valve. 

Equalizing  feature.--The  successful  working  of  the 
modern  lubricator  as  applied  to  locomotives  of  to-day 
is  almost  entirely  dependent  on  the  equalizing  feature. 
It  will  be  found  that  in  the  majority  of  cases  of  irregu- 
lar action  this  feature  has  been  destroyed,  either  by 
insufficient  opening  from  boiler  to  lubricator,  equaliz- 
ing pipes  partially  or  wholly  stopped  up,  or^  choke 
plugs  worn  larger,  or  becoming  loose.  The  opening 
in  choke  plugs  should  bear  a  certain  relation  to  the 
amount  of  steam  delivered  through  the  equalizing 
pipe,  in  order  to  hold  up  boiler  pressure  in  upper  feed 
arm.  As  one  writer  has  said:  "On  account  of  small 
opening  in  choke  plug  the  steam  is  huddled  up,  and 
not  allowed  to  pass  out  freely  into  the  oil  pipe,  whereby 
a  pressure  equal  to  the  full  boiler  pressure  is  main- 
tained on  top  of  sight-feed  glasses,  irrespective  of 
whatever  pressure  may  or  may  not  prevail  on  the 
opposite  or  cylinder  side  of  the  choke  plug. "  It  will  be 
apparent,  from  what  has  been  said,  that  the  feed  will 
be  regular,  irrespective  of  pressure  in  oil  pipes,  as  this 
equalization  of  pressures  in  the  lubricator  is  brought 
about  by  reducing  the  opening  at  the  point  of  oil 
delivery.  This  is  especially  true  where  full  throttle 
and  short  cut-off  is  used.  When  throttle  is  opened 
wide  in  starting,  the  oil  pipes  fill  up  from  the  steam 
chest  end  first.  If  the  engine  is  cut  back,  the  steam 
chest  pressure  is^ery  nearly  the  same  as  the  lubri- 
cator pressure,  and  the  current  of  oil  and  steam 


244  LOCOMOTIVE  APPLIANCES. 

through  the  chokes  is  very  slow,  no  doubt  being 
delayed  sometimes  several  minutes  or  until  such 
time  as  the  throttle  is  eased  off.  Reducing  the 
steam  chest  pressure  below  the  lubricator  pressure, 
establishing  a  live  steam  current  through  the  oil 
pipe  from  the  lubricator  to  the  steam  chest,  will 
always  tide  an  engine  over  this  difficulty. 

Siphoning.-  -Instances  of  siphoning  from  oil  tanks, 
when  feed  valves  were  closed,  steam  and  water  valves 
open,  and  boiler  allowed  to  cool  off,  are  so  rare  that 
they  may  safely  be  said  not  to  occur  with  the  modern 
lubricator  as  constructed  to-day.  When  cases  of  oil 
disappearance  are  met  with,  investigation  will  usually 
prove  one  or  more  mechanical  defects  present  in  the 
lubricator.  The  following  are  a  few  causes  for  loss 
of  oil: 

1.  Pipe  leading  from  condenser  to  bottom  of  oil 
tank  being  split,  or  bad  joint  where  screwed  into 
water  passage. 

2.  Blow  hole  in  casting,  allowing  oil  to  pass  into 
steam  channel  or  upper  feed  arms. 

3.  Imperfect  joint  made  with  the  plug  in  opening, 
through  which  the  oil  supply  pipe   is  sometimes 
inserted,  has  been  followed  by  a  loss  of  oil. 

Mileage.— This  is  a  feature  that  cannot  be  disposed 
of  without  many  considerations  of  conditions  and 
surroundings.  It  is  an  admitted  fact  that  one  man 
will  use  less  oil  on  one  engine  than  he  could  possibly 
get  along  with  on  another  engine  of  the  same  class. 
It  is  largely,  therefore,  a  matter  of  judgment  of  the  en- 
gine man  in  charge  how  much  oil  is  to  be  used  or  is 
required  on  that  particular  engine,  without  regard  to 
the  mileage  made  by  some  other  engine  under  what 


LOCOMOTIVE  APPLIANCES.  245 

would  almost  seem  similar  conditions.  The  lubri- 
cator should  be  set  to  afford  good  and  sufficient  lubri- 
cation to  valves  and  cylinders,  and  feeds  should  not 
be  closed  unless  stops  exceed  ten  minutes. 

Instruction  for  the  use  of  valve  oil.- -In  one  pint  of 
valve  oil  there  are,  when  fed  through  a  lubricator  in 
good  repair,  not  less  than  6,600  drops.  A  feed  of 
five  drops  per  minute  will  ordinarily  be  found  suffi- 
cient for  the  largest  engines  and  heaviest  service; 
for  smaller  engines,  or  light  service,  a  comparatively 
slower  feed  of  oil  will  be  found  sufficient.  A  feed  of 
one  drop  per  minute  is  sufficient  for  an  air  pump. 

At  a  feed  of  five  drops  per  minute  for  each  cylinder, 
and  one  drop  per  minute  for  air  pump,  ten  hours' 
steady  service  can  be  obtained  from  one  pint  of  valve 
oil. 

Intelligent  and  economical  results  cannot  be  ob- 
tained unless  engine  men  know  the  rate  at  which  oil 
is  being  fed  through  the  lubricators.  If  a  small 
quantity  of  oil  is  put  in  a  lubricator,  time  must  be 
allowed  for  the  condensation  to  fill  the  cup,  and  raise 
the  oil  to  the  top  of  the  feed  pipes  before  the  feed  valves 
are  opened. 

Immediately  after  the  oil  is  put  in  the  lubricator 
the  steam  and  condenser  valves  should  be  opened; 
the  steam  valve  should  always  be  opened  first  and 
opened  full,  and  should  be  shut  last.  By  bearing 
this  in  mind,  as  before  stated,  most  trouble  with 
lubricators  will  disappear,  water  in  feed  glasses  will 
remain  clear,  and  there  will  be  no  loss  of  oil  by  siphon- 
ing. 

The  feed  valves  should  be  opened  and  set  a  few 
minutes  before  starting  on  the  trip,  and  if  the  lubri- 


246  LOCOMOTIVE  APPLIANCES. 

cator  is  in  good  repair  there  will  be  little  or  no  varia- 
tion in  the  feed  between  using  steam  and  when  the 
throttle  of  the  engine  is  shut. 

Irregularity  in  feed  of  lubricators  is  usually  due  to 
enlarged  opening  in  choke  plugs.  The  holes  in 
choke  plugs  should  not  exceed  1-32  of  an  inch. 

Great  care  should  be  taken  when  filling  the  lubri- 
cator that  no  foreign  substance  be  allowed  to  get  into 
it.  Owing  to  the  smallness  of  the  openings  through 
which  the  oil  passes,  it  does  not  take  much  to  clog 
them. 

If  engine  or  other  oil  is  mixed  with  valve  oil,  its  fire 
test  is  reduced,  and  its  value  as  a  lubricant  for  valves 
and  cylinders  is  gone. 

Extravagant  use  of  valve  oil  results  in  clogged-up 
exhaust,  pipes,  and  a  consequent  increase  in  coal  con- 
sumption. 

Working  water  or  damp  steam,  or  slipping  an 
engine  to  get  water  out  of  cylinders,  is  considered 
bad  practice,  and  has  a  bad  influence  on  valve  and 
cylinder  lubrication. 

While  engine  is  standing  it  may  be  ascertained 
whether  openings  in  choice  plugs  are  too  large  or  not 
by  closing  cylinder  cocks,  placing  lever  in  center, 
blocking  driving  wheels,  and  opening  throttle  valve 
of  engine,  then  open  feed  valves  of  lubricator.  After 
determining  by  the  watch  the  rate  of  feed  per  minute, 
close  throttle  valve  and  open  cylinder  cocks;  if  feed  of 
lubricator  increases,  it  can  usually  be  charged  to 
enlarged  choke  plug  openings;  if  either  or  both  equal- 
izing steam  pipes  to  lubricator  are  clogged,  the  result 
will  be  the  same,  but  the  latter  condition  is  rarely 
found. 


LOCOMOTIVE  APPLIANCES. 


247 


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248  LOCOMOTIVE  APPLIANCES. 

Explanation  of  the  Hydrostatic  Principle  of  sight- 
feed  lubricators. — It  will  be  of  advantage  to  those  who 
would  come  to  a  complete  understanding  of  the  mod- 
ern sight-feed  lubricator  to  carefully  note  how  simple 
is  its  working,  as  described  by  a  well-known  lubri- 
cator manufacturer.* 

"A  common  double  connecting  hydrostatic  sight- 
feed  lubricator,  if  detached  from  all  steam  sources 
and  set  upon  a  table,  its  oil  reservoir  completely  filled 
with  oil  and  its  condenser  and  sight-feed  glasses  filled 
with  water,  will  feed  perfectly  when  set  to  operate-- 
the  hydrostatic  principle  being  then  most  perfectly 
illustrated,  because  there  is  an  absolute  equal- 
ity of  pressure  (an  atmospheric  pressure  of  about  15 
pounds  per  square  inch)  at  the  steam  intake  and  oil 
outlet  ends  of  the  lubricator,  in  which  case  we  have 
a  liquid  body  suspended  between  two  equal  and,  there- 
fore, non-opposing  forces,  the  oil  being  actuated  or 
moved  out  of  the  oil-feed  nipple  by  the  heavier  weight 
of  water  suspended  over  it. 

"When  the  oil  drop  has  left  the  nipple  the  hydrostatic 
feature  has  performed  its  function,  the  oil  being 
floated  out  of  the  sight-feed  glass  by  the  difference 
between  the  specific  gravity  of  the  oil  and  the  water 
in  the  glass.  If  we  increase  the  pressure  at  the  con- 
denser end  only,  the  lubricator  will  increase  its  feed, 
being  actuated  then  not  only  by  the  weight  of  water, 
but  also  by  this  additional  condenser  pressure.  On 
the  other  hand,  if  we  increase  the  pressure  at  the  oil 
delivery  arm  only,  the  feed  of  the  lubricator  will  be 
retarded  in  a  corresponding  ratio,  and,  if  the  pressure 


*  F.  W.  Marvin. 


LOCOMOTIVE  APPLIANCES.  249 

is  sufficiently  increased,  it  will  overcome  the  hydro- 
static pressure  and  cause  the  lubricator  to  stop  feeding 
altogether. 

"Hence  it  is  obvious  that  a  perfect  equality  of 
pressure  at  the  top  of  the  condenser  and  at  the  oil 
delivery  pipes  is  absolutely  necessary  to  a  common 
hydrostatic,  or  the  feed  will  not  be  uniform. 

"It  is  for  this  reason  that  when  applied  to  a  station- 
ary engine  its  condensing  tube  and  oil  delivery  arms 
are  both  connected  to  a  steam  pipe  on  the  boiler  side 
of  the  engine  throttle  in  order  that  closing  the  throttle 
shall  not  affect  the  steam  pressure  at  either  end  of  the 
lubricator.  Thus  such  a  lubricator  requires  no 
equalizing  tubes  or  chokes,  and  feeds  its  oil  perfectly 
and  steadily,  regardless  of  pressure  or  whether  the 
throttle  is  open  or  closed.  Change  the  connections 
of  this  same  lubricator,  leaving  the  condenser  tube 
still  connected  on  the  boiler  side  of  the  engine  throttle, 
but  remove  the  oil  delivery  connection  to  the  cylinder 
side  of  the  throttle  (that  is,  straddle  the  throttle),  and 
note  the  results:  As  long  as  the  throttle  is  wide  open 
the  lubricator  continues  to  feed  hydrostatically;  but 
the  moment  we  close  the  throttle  we  have  removed  all 
the  pressure  from  the  oil  discharge  arms  and  left  the 
pressure  on  the  condenser,  and  immediately  the  lubri- 
cator feeds  with  the  weight  of  water  plus  the  boiler 
pressure,  thus  racing  and  emptying  itself  rapidly. 
Hence  it  will  be  seen  that  straddling  the  throttle 
produces  conditions  analogous  to  those  of  a  loco- 
motive, and  consequently  the  necessity  of  loco- 
motive lubricator  requirements,  as  follows: 

"(1)  An  equalizing  tube  is  added,  which  is  simply  a 
by-pass  around  the  throttle  to  replace  to  the  oil  dis- 


250  LOCOMOTIVE  APPLIANCES. 

charge  arm  of  the  lubricator  the  pressure  that  was  lost 
when  the  throttle  was  closed;  and  still  we  have  not 
bettered  conditions,  because  the  oil  discharge  pipe  is 
so  large  that  it  permits  an  outflow  of  steam  as  fast 
as  the  equalizing  tube  can  supply  it.  Therefore  it  is 
necessary  to  also  add  a  choke  between  the  equalizing 
tube  and  the  oil  outlet  in  order  to  maintain  boiler 
pressure  within  the  lubricator  feed  arm  at  all  times." 
While  most  locomotive  lubricators  have  the  choke 
plugs  located  within  the  lubricator,  others  place  them 
at  or  near  the  steam  chest  in  order  to  avoid  a  flow  of 
steam  up  the  oil  supply  pipes. 

DETROIT  TRIPLE-FEED  LOCOMOTIVE  LUBRI- 
CATOR WITH  AUTOMATIC  STEAM 
CHEST  VALVES. 

The  1900  pattern  of  the  Detroit  locomotive  lubri- 
cator is  fully  illustrated  and  the  various  valves  de- 
scribed in  what  follows: 

The  automatic  steam  chest  valves  furnished  with 
this  lubricator  are  to  be  connected  directly  above  the 
steam  chests,  and  are  sent  out  blank  so  they  can  be 
threaded  to  fit  the  plugs  already  in  the  steam  chests. 
It  is  claimed  they  are  so  constructed  that  a  continuous, 
uninterrupted  feed  of  oil  is  maintained  to  the  steam 
chests  and  cylinders  under  all  conditions  of  throttle 
position,  and  there  is  no  danger  of  their  becoming 
inoperative  through  the  lodging  of  dirt  or  sediment  in 
restricted  passages. 

The  use  of  the  old  style  auxiliary  oilers  is  neces- 
sarily accompanied  by  a  good  deal  of  spilling  and 
general  waste  of  oil,  and  in  order  to  avoid  this,  this 


LOCOMOTIVE  APPLIANCES.  251 

lubricator  is  equipped  with  by-pass  valves  for  auxil- 
iary oiling.  The  by-pass  valve  is  shown  in  section 
on  the  right-hand  side  of  plan  view,  Fig.  3.  These 
by-pass  valves  are  intended  to  be  used  only  when, 
on  account  of  a  broken  glass  or  other  cause,  the  oil' 
cannot  be  fed  through  the  sight-feed  glass.  At  all 
other  times  these  by-pass  valves  should  be  kept 
closed  tightly  on  their  seats.  The  stems  of  the  by- 
pass valves  are  graded  to  feed  at  exactly  the  same 
rate  as  the  regular  regulating  feed  valves  EE,  so 
that  an  eighth  turn  opening  or  a  quarter  turn  open- 
ing of  the  by-pass  valve  will  allow  the  same  quantity 
of  oil  to  be  fed  as  an  eighth  turn  opening  or  a 
quarter  turn  opening  of  the  regulating  feed  valve  E. 

Each  sight-feed  glass  is  provided  with  an  auto- 
matic safety  valve,  a  sectional  view  of  which  is  shown 
in  Fig.  2,  and  on  a  larger  scale  in  Fig.  5.  Each  drop 
of  oil  has  to  pass  through  this  safety  valve,  and  in 
doing  so  it  pushes  the  check,  No.  17b,  open.  After 
the  drop  passes  out  this  check  seats  again  until  the 
next  drop  appears.  Should  the  glass  be  brokexn  from 
any  cause,  the  check  No.  17b  remains  tightly  closed 
and  prevents  the  escape  of  any  steam  or  oil  to  injure 
those  in  the  cab.  This  safety  valve  also  protects  the 
glass  from  the  steam  passing  through  the  equalizing 
pipes.  Where  the  steam  has  free  access  to  the  sight 
feed  glasses,  the  upper  parts  of  these  glasses  soon 
become  worn  thin  and  break,  being  cut  away  by  the 
eddying  motion  of  the  steam  as  by  a  sand  blast. 
Hence  an  advantage  is  claimed  for  this  design. 

This  lubricator  has  only  two  external  equalizing 
tubes,  one  for  each  steam  cylinder.  The  equalizing 
tube  for  the  air  pump  feed  is  located  inside  the 


252 


LOCOMOTIVE  APPLIANCES. 


condenser,  and  is  shown  in  Fig.  1,  part  No.  11.  The 
gauge  glass  is  provided  with  an  automatic  check 
valve  in  both  upper  and  lower  gauge  arms,  so  that  in 
case  it  should  be  broken  no  oil  or  water  can  escape. 
One  of  the  checks  is  shown  in  Fig.  3,  part  No.  27c. 


FIG.  A.  FIG.  B. 

(Front  View.)  (Side  View.) 

Detroit  Triple  Feed  Locomotive  Lubricator. 


F-Condenser. 

A — Oil  Reservoir. 

O— Filler  Plug. 

G — Drain  Plug. 

D— Water  Feed  Valve. 

EE— Feed  Regulating  Valves  to  Right 

and  Left  Hand  Cylinders. 
L — Feed    Regulating    Valve    to    Air 

Pump. 


ZZZ— Automatic  Safety  Valves. 
JJJ — By-Pass  Valves  to  Right   and 

Left   Hand  Cylinders  and  to  Air 

Pump. 
WW— Coupling    to    Right    and    Left 

Hand  Cylinders. 
R — Coupling  to  Air  Pump. 


Directions  for  application. — 1st.  Secure  the 
Lubricator  to  boiler-head  or  to  top  of  boiler  by 
strong  bracket. 

2nd.    Connect  Lubricator  at  coupling  C  to  boiler 


LOCOMOTIVE  APPLIANCES.  253 

space,  using  copper  pipe  of  13-16  outside  diameter  or 
its  equivalent,  and  a  J  inch  valve  at  boilers. 

3rd.  Connect  with  tallow  pipes  at  couplings  WW, 
and  with  air  pump  at  coupling  R. 

4th.  Automatic  chest  plugs  furnished  with  the 
Lubricator  can  be  threaded  to  fit  plugs  already  on 
steam  chests. 

5th.  The  fitting  to  which  our  steam  chest  valve  is 
attached  should  be  bored  to  J  inch  hole. 

Directions  for  operating. — When  the  lubricator  is 
first  applied,  blow  out  thoroughly,  then  close  all  the 
valves. 

To  fill.— Remove  filler  plug  0,  and  fill  the  reservoir 
full  with  clean,  strained  oil. 

To  start  lubricator.— -1st.  Open  boiler  valve  grad- 
ually until  wide  open,  and  allow  sufficient  time  for 
condenser  and  sight-feed  glasses  to  fill  with  water. 
Keep  wide  open  while  lubricator  is  in  operation. 

2nd.     Open  water-feed  valve  D. 

3rd.  Regulate  the  flow  of  oil  to  right  and  left  hand 
cylinders  by  valves  EE,  and  to  air  pump  by  valve  L. 

To  refill. — Always  close  valves  EE  and  L  in  ad- 
vance of  valve  D.  Open  drain  plug  G,  then  filler 
plug  O.  Refill  and  proceed  to  operate  as  before. 

It  is  important  that  valves  ZZZ  contain  automatic 
safety  valves,  and  should  be  kept  closed  when  the 
lubricator  is  in  operation. 

To  dean  glasses. — Open  valve  T,  unseat  safety 
valve  Z,  and  when  glasses  are  cleaned  close  valve  T, 
and  after  the  glasses  have  filled  with  water  screw 
valve  Z  tight  to  its  seat  and  leave  in  that  position. 

No  hand  oiler  is  attached  to  this  lubricator,  and 
none  is  required.  The  by-pass  valves  JJJ  control 


254 


LOCOMOTIVE  APPLIANCES. 


this  feature,  and  are  to  be  operated  as  follows:  Always 
keep  closed  unless  the  sight  feed  glass  becomes  broken. 
In  that  event,  close  the  feed  regulating  valve  under  the 
broken  glass  and  use  the  by-pass  valve  as  a  hand 


FIG.  1. 

Detroit  Triple  Feed  Locomotive  Lubricator. 
(Front  Elevation.) 

oiler.  Regulate  the  feed  identically  the  same  as  with 
a  regulating  valve,  remembering  always  that  an 
opening  corresponding  with  that  of  the  feed-regulat- 
ing valve  will  give  an  equal  quantity  of  oil  through 


LOCOMOTIVE  APPLIANCES. 


255 


256 


LOCOMOTIVE  APPLIANCES. 


the  by-pass,  guarding  against  too  great  an  opening 
of  the  by-pass  valve  and  consequent  waste  of  oil. 
In  no  event  is  it  necessary  to  close  the  locomotive 
throttle  or  any  valve  of  the  lubricator,  excepting  the 
regulating  valve  under  the  broken  sight-feed  glass, 
to  use  the  by-pass  valve  as  an  auxiliary  oiler. 


No. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 
10. 
11. 
12. 
13. 
14r. 
141. 
15. 
16. 
17. 


28. 


19. 
20. 
21. 
22. 


23. 


LIST    OF    PARTS    FOR    DETROIT    TRIPLE    LOCOMOTIVE    LUBRICATOR. 

Figs.   1,  2  and  3. 


Condenser. 
Condenser  Plug. 
Boiler  Nipple. 
Boiler  Nipple  Tail  Pipe. 
Boiler  Nipple  Tail  Pipe  Nut. 
Equalizing  Tube  Nipple. 
Equalizing  Tube  Nipple  Nut. 
Equalizing  Tube. 
Condenser  Tail  Pipe. 
C9ndenser  Tail  Pipe  Nut. 
Air  Brake  Equalizing  Tube. 
Oil  Reservoir. 
Water  Tube  Complete. 
Upper  Feed  Arm,  Right. 
Upper  Feed  Arm,  Left. 
Tail  Pipe. 
Tail  Pipe  Nut. 

Automatic    Safety   Valve,    com- 
plete. 

17a.  Stem. 

17b.  Check. 

17c.  Bush  Ring. 

17d.  Packing  Nut. 
By-Pass  Valve,  R.  or  L.  Cylinder, 
Complete. 

18a.  Stem.      , 

18b.  Stem  Handle. 

18c.   Stem  Handle  Nut. 

18d.  Stem  Bush  Ring. 

18e.   Stem  Packing  Nut. 
Extension  Sleeve. 
Packing  Nut. 
Upper  Air  Brake  Arm. 
Filler  Plug,  Complete. 

22a.  Filler  Plug. 

22b.  Filler  Plug  Handle. 

22c.   Filler  Plug  Handle  Plate. 

22d.  Filler  Plug  H'dle  Washer. 

22e.   Filler  Plug  H'dle  Washer 
Nut. 

22f   Filler  Plug  Copper  Seat. 
By-Pass   Valve   for   Air   Brake, 
Complete. 

23a.  Centre  Piece. 

23b.  Stem. 

23c.  Handle. 


No. 

23d.  Handle  Nut. 

23e.   Gland. 

23f.    Packing  Nut. 

24.  Support-Arm  Nut. 

25.  Air-Brake  Nozzle. 

26.  Water  Valve.  Complete. 

26a.  Center  Piece. 

26b.  Stem. 

26c.   Handle. 

26d.  Handle  Nut. 

26e    Gland. 

26f    Packing  Nut. 

26g.  Handle  Washer. 

27.  Upper  Gauge  Arm,  Complete. 

27a.    Upper  Gauge  Arm. 
27b.   Upper  Gauge  Arm  Plug. 
27c.   Upper    Gauge    Arm    Ball 
Check. 

28.  Lower  Gauge  Arm,  complete. 

28a.  Lower  Gauge  Arm. 
28b.  Lower    Gauge    Arm    Ball 
Check. 

29.  Lower  Feed  Arm. 

30.  Oil  Tube. 

31.  Vent  Stem. 

32.  Regulating  Valve,  Complete. 

32a.  Stem. 
32b.  Handle. 
32c.   Handle  Plate. 

32d.  Handle  Washer. 
32e.   Handle  Washer  Nut. 
32f.    Gland. 
32g.  Bush  Ring. 
32h.  Packing  Nut. 

33.  Drain  Valve,  Complete. 

33a.  Drain  Valve  Seat. 
33b.  Drain  Valve  Body. 
33c.   Drain  Valve  Stem. 

34.  Automatic   Steam  Chest  Valve, 

Complete. 
34a.  Body. 
34b.  Seat. 
34c.   Plug. 
34d.  Ball  Check. 
34e.  Tail  Pipe. 
34f.    Tail  Pipe  Nut. 


LOCOMOTIVE  APPLIANCES. 


257 


To  insert  the  sight-feed  glass.— Place  the  gland  nuts 
and  the  extension  sleeve  V  around  the  glass  in  the 
order  shown.  Then  pass  the  lower  end  of  the  glass 
over  the  point  of  the  nozzle,  as  indicated  in  the  left- 


FIG.  5. 

Detroit  Triple  Feed  Locomotive  Lubricator. 
Sectional  view  of  feed — showing  automatic  safety  valves  above  the  glasses. 

hand  cut,  and  place  the  glass  in  position.  Then 
screw  the  sleeve  V  in  place,  and  tighten  up  the  gland 
nuts. 

To  remove  the  glass,  first  unscrew  the  gland  nuts 
and  push  the  upper  one  down  until  it  touches  the 

17 


258 


LOCOMOTIVE  APPLIANCES. 


lower  one.  Then  unscrew  the  sleeve  V,  pushing  it 
down  slightly  on  the  glass  also,  and  the  whole  will 
pass  out  easily. 


FIG.  6. 

Detroit  Triple  Feed  Locomotive  Lubricator. 
Showing  manner  of  inserting  and  removing  sight-feed  glass. 


THE  DETROIT  TRIPLE-FEED  LOCOMOTIVE  LUBRI- 
CATOR  WITH   TIPPETT   ATTACHMENT. 

The  tippett  attachment  has  been  designed  to  insure 
the  regular  delivery  of  the  oil  to  the  wearing  parts  by 
overcoming  the  back  pressure  from  the  steam  chests. 
It  consists  of  a  pipe  lea'ding  to  the  dry-pipe  within  the 


LOCOMOTIVE  APPLIANCES. 


259 


boiler  and  communicating  with  the  two  tallow  pipes, 
as  shown  in  Fig.  As  soon  as  the  throttle  is  opened, 
an  extra  current  of  steam  from  the  dry  pipe  is  ad- 
mitted into  the  tallow  pipes.  This,  it  is  claimed, 


FIG.  A. 

Detroit  Triple  Feed  Locomotive 

Lubricator  with  Tippett  Attachment. 

(Front  View.) 

C — Boiler  Connection. 

F — -Condenser. 

A — Oil  Reservoir. 

O— Filler  Plug. 

G — Drain  Plug. 

D— Water  Feed  Valve. 

EE— Feed  Regulating  Valves  to  Right 

and  Left  Hand  Cylinders. 
L — Feed    Regulating    Valve    to    Air 

Pump. 


FIG.  B. 

Detroit  Triple  Feed  Locomotive 

Lubricator  with  Tippett  Attachment. 

(Side  View.) 

ZZZ— Automatic  Safety  Valves. 
JJJ — By-Pass  Valves  to  Right  and 

Left  Hand  Cylinders  and  to  Air 

Pump. 
WW— Coupling    to    Right    and    Left 

Hand  Cylinders. 
R — Coupling  to  Air  Pump. 
S — Dry-Pipe  Connection. 
XX— Valves     in     Yoke     of    Tippett 

Attachment. 


overcomes  the  back  pressure  from  the  steam  chests 
and  creates  a  circulation  of  steam  in  the  tallow  pipes 
towards  the  cylinders.  Hence,  as  soon  as  the  drop  of 
oil  rises  through  the  sight-feed  glass,  it  is  carried  at 


260 


LOCOMOTIVE  APPLIANCES. 


once  to  the  wearing  parts,  as  intended,  and  a  steady 
delivery  of  the  oil  to  the  cylinders  is  assured  under  all 
conditions  of  throttle  position.  In  connecting  the 
tippett  attachment,  a  copper  pipe  13-16  inch  outside 


FIG.  1. 

Detroit  Triple  Feed  Locomotive  Lubricator  with  Tippett  Attachment. 
(Front  Elevation.) 

diameter  should  be  used,  as  shown  in  cut,  and  it  is 
recommended  that  this  pipe  be  brazed  to  the  swivel 
N  instead  of  being  screwed  into  same.  The  pipe  used 
for  connecting  the  condenser  to  the  boiler  should  be 


5/ 
/« 


-inch  outside  diameter  copper  pipe. 


LOCOMOTIVE  APPLIANCES. 


261 


Directions  for  application. — 1st.  Secure  the 
Lubricator  to  boiler-head  or  to  top  of  boiler  by 
strong  bracket. 


FIG.  2. 

Detroit  Triple  Feed  Locomotive  Lubricator  with  Tippett  Attachment. 
(Side  Elevation.) 

2nd.  Connect  Lubricator  at  coupling  C  to  boiler 
space,  using  copper  pipe  of  f  outside  diameter  or  its 
equivalent,  and  a  ^  inch  valve  at  boiler. 

3rd.    Connect  coupling  S  with  Dry  Pipe  as  shown 


262 


LOCOMOTIVE  APPLIANCES. 


in  cut  on  opposite  side  using  copper  pipe  13-16  in. 
(outside)  diameter. 

4th.  Connect  with  tallow  pipes  at  couplings  WW 
and  with  air  pump  at  coupling  R. 

5th.  Reduce  the  opening  at  steam  chest  plugs  to 
3-16  in. 


FIG.  3. 

Detroit  Triple  Feed  Locomotive  Lubricator  with  Tippett  Attachment 
(Plan  View.) 

The  above  cut  shows  cross  section  view  as  if  Lubricator  were  cut  open 
horizontally  on  the  level  of  the  upper  sight  feed  arms. 

The  steam  chest  oil  pipe  plug  should  be  of  the 
pattern  shown  in  Fig.  5,  having  a  hole  3-16  inch  in 
diameter  at  the  bottom. 

When  lubricator  is  applied  to  simple  engine,  open 
full  both  valves  XX }  and  leave  in  that  position. 

When  application  is  made  to  Cross   Compound 


LOCOMOTIVE  APPLIANCES. 


263 


Engines,  open  full  valve  X  on  side  to  high-pressure 
steam  chest,  and  close  tight  valve  X  on  side  to  low- 
pressure  steam  chest,  and  leave  in  that  position. 


LIST  OF  PARTS  FOR  DETROIT  LOCOMOTIVE  LUBRICATOR  WITH  TIPPETT  ATTACHMENT. 

Figs.  1,  2  and  3. 
No.  No. 

1.  Condenser. 

2.  Condenser  Plug. 

3.  Boiler  Nipple. 

4.  Boiler  Nipple  Tail  Pipe. 

5.  Boiler  Nipple  Tail  Pipe  Nut. 

6.  Equalizing  Tube  Nipple.  27. 

7.  Equalizing  Tube  Nipple  Nut. 

8.  Equalizing  Tube. 

9.  Condenser  Tail  Pipe. 

10.  Condenser  Tail  Pipe  Nut. 

11.  Air  Brake  Equalizing  Tube.  28. 

12.  Oil  Reservoir. 

13.  Water  Tube  Complete. 
14r.  Upper  Feed  Arm,  Right. 

141.  Upper  Feed  Arm,  Left.  29. 

15.  Tail  Pipe.  30. 

16.  Tail  Pipe  Nut.  31. 

17.  Automatic   Safety  Valve,   Com-  32. 

plete. 

17a.  Stem. 
17b.  Check. 
17c.   Bush  Ring. 
17d.  Packing  Nut. 

18.  By-Pass  Valve,  R.  or  L.  Cylinder, 

Complete. 
18a.  Stem. 

18b.  Stem  Handle.  33. 

18c.   Stem  Handle  Nut. 
18d.  Stem  Bush  Ring. 
18e.   Stem  Packing  Nut. 

19.  Extension  Sleeve.  35. 

20.  Packing  Nut. 

21.  Upper  Air  Brake  Arm. 

22.  Filler  Plug,  Complete. 

22a.   Filler  Plug. 
22b.  Filler  Plug  Handle. 
22c.   Filler  Plug  Handle  Plate. 
22d.  Filler  Plug  H'dle  Washer. 
22e.   Filler  Plug  H'dle  Washer 
.       Nut. 
22f.  Filler  Plug  Copper  Seat. 

23.  By-Pass    Valve    for   Air    Brake, 

Complete. 
23a.  Centre  Piece. 
23b.  Stem. 

23c.   Handle.  36. 

23d.  Handle  Nut. 
23e.   Gland. 
23f.    Packing  Nut. 

24.  Support  Arm  Nut. 

25.  Air-Brake  Nozzle.  37. 

26.  Water  Valve,  Complete. 

26a.  Center  Piece. 
26b.  Stem. 


26c.  Handle. 

26d.  Handle  Nut. 

26e.   Gland. 

26f   Packing  Nut. 

26g.  Handle  Washer. 
Upper  Gauge  Arm,  Complete. 

27a.  Upper  Gauge  Arm. 

27b.  Upper  Gauge  Arm  Plug. 

27c.   Upper    Gauge    Arm    Ball 

Check. 
Lower  Gauge  Arm,  Complete. 

28a.  Lower  Gauge  Arm. 

28b.  Lower    Gauge    Arm    Ball 

Check. 

Lower  Feed  Arm. 
Oil  Tube. 
Vent  Stem. 
Regulating  Valve,  Complete. 

32a.  Stem. 

32b.  Handle. 

32c.   Handle  Plate. 

32d.  Handle  Washer. 

32e.   Handle  Washer  Nut. 

32f.    Gland. 

32g.  Bush  Ring. 

32h.  Packing  Nut. 
Drain  Valve,  Complete. 

33a.  Drain  Valve  Seat. 

33b.  Drain  Valve  Body. 

33c.   Drain  Valve  Stem. 
Tippett  Yoke,  Complete. 

35a.  Tippett  Yoke. 

35b.  Tippett  Yoke  Check. 

35c.   Tippett  Yoke  Plug. 

35d.  Tippett  Yoke  Tail  Pipe. 

35e.   Tippett    Yoke    Tail    Pipe 
Nut. 

35f.    Tippett  Yoke  Con'g  Nut. 

35g.  Tippett  Yoke  Con'g  Tail 
Pipe. 

35h.  Tippett  Arm,  Right. 

35i.    Tippett  Arm,  Left. 

35j.    Tippett  Arm,  Nozzle. 

35k.  Tippett  Arm,    R.   and  L. 

Connecting  Nut. 
Dry-Pipe  Fitting,  Complete. 

36a.   Dry-Pipe  Fitting. 

36b.  Dry-Pipe  Fit'g  Tail  Pipe. 

36c.   Dry-Pipe  Fit'g  Tail  Pipe 

Nut. 
Expansion  Joint. 

37a.   Expansion  Joint. 

37b.  Expansion  Joint  Nut. 

37c.  Expansion  Joint  .Gland. 


264 


LOCOMOTIVE  APPLIANCES. 


FIG.  4. 

Detroit  Triple  Feed  Locomotive  Lubricator  with  Tippett  Attachment. 
Showing  method  of  connecting  Tippett  Attachment  to  Locomotive. 


Steam  Chest  Oil  pipe  plug 


This  hole  must  b«  %"at  the  botlotn 


FIG.  5. 
Steam  Chest  Oil  Pipe  Plug. 


MICHIGAN  SIGHT-FEED  LUBRICATOR. 

The  manufacturers  of  this  lubricator  claim  to  over- 
come the  "hold-up"  of  oil  in  the  tallow  pipes,  and  to 
insure  a  delivery  of  oil  direct  to  the  steam  chest  with 
wide  open  throttle  and  any  position  of  reverse  lever. 


LOCOMOTIVE  APPLIANCES. 


265 


B 


FIG.  1.    Michigan  Sight  Feed  Lubricator. 


L — Lock  Nut  to  secure  Lubricator  to 
Angle  Iron. 

B — Union  to  connect  Pipe  for  admis- 
sion of  steam. 

J-J — Unions  to  connect  Cylinder 
Feeds  to  Tallow  Pipes. 

H — Union  to  connect  Air  Pump  Feed. 

A^^-Steam  Valve  for  Boiler  Pressure. 
(Not  shown.) 

#— Filler  Plug. 

W — Valve  to  admit  water  from  Con- 
denser to  Oil  Reservoir. 

O-O-O— Regulating  Feed  Valves. 

C-C — Auxiliary  Oilers  operative  with 
Throttle  open  or  closed. 


P-P — Auxiliary  Oiler  Filler  Valves. 

R-R— Auxiliary  Oiler  Feed  Valves. 

S-S-S — Lifting  Stems  to  hold  Auto- 
matic Check  Valves  off  their 
Seats  so  Glasses  will  fill  with 
Water  of  Condensation  when 
empty. 

F-F-F — Valves  to  drain  Sight-Feed 
Glasses  without  emptying  Oil 
Reservoir. 

K-K-K — Removable  Plugs  for  renew- 
ing or  cleaning  Sight-Feed 
Glasses. 

7 — Gauge  Glass. 

G — Valve  to  drain  Oil  Reservoir. 


266 


LOCOMOTIVE  APPLIANCES 


The  principle  by  which  it  is  claimed  that  this 
"hold-up"  of  oil  in  the  tallow  pipes  is  prevented  is 
shown  in  Fig.  2,  which  illustrates  the  automatic 


\ 


AUTOMATIC  S7£AM  CHEST  PLUG 


CHOKE. 


FIG.  2. 

Vertical  longitudinal  section  of  Michigan  automatic  steam  chest  plug, 

showing  the  large  area  and  its  ball  valve,  associated 

with  a  constant  choke  at  the  side  thereof. 

steam  chest  plug.     This  device  has  a  ball  valve,  the 
seat  of  which  is  about  equal  in  area  to  the  inside  of  the 


LOCOMOTIVE  APPLIANCES.  267 

tallow  pipes  of  the  locomotive,  and  having  at  one  side 
of  this  seat  the  choke  opening.  The  cylinder  feeds 
JJj  Figs.  1  and  3,  have  no  chokes  within  the  lubri- 
cator. Hence  a  full  current  of  steam  is  delivered  from 
the  boiler  through  the  steam  tube,  condenser,  equaliz- 
ing tubes  and  tallow  pipes  to  these  automatic  plugs 
at  each  steam  chest,  thus  giving  a  complete  steam 
area  from  the  boiler  to  the  steam  chest  about  equal  to 
that  of  the  tallow  pipes.  Consequently,  when  the 
locomotive  throttle  is  wide  open,  the  forward  pressure 
from  the  lubricator  practically  equalling  the  back 
pressure  from  the  steam  chest,  the  ball  in  the  steam 
chest  plug  drops  by  gravity  from  its  seat  to  the  posi- 
tion shown  in  Fig.  2. 

All  pressures  now  being  equal,  oil  will  flow  by 
gravity  into  the  steam  chest  at  the  same  intervals  it 
is  seen  feeding  in  the  sight-feed  glass. 

The  instant  the  boiler  (or  forward)  pressure  becomes 
greater  than  the  steam  chest  pressure,  as  when  the 
engine  throttle  is  closed,  the  ball  valve  in  the  steam 
chest  plug  is  forced  to  its  seat,  leaving  only  the  small 
choke  at  the  side  of  the  ball  seat  open,  and  thus  main- 
taining a  balance  of  pressure  in  the  intake  and  outlet 
pipes  of  the  lubricator.  These  steam  chest  plugs 
should  always  be  screwed  perpendicularly  into  the 
top  of  the  steam  chest. 

Another  special  feature  of  this  valve  is  the  arrange- 
ment whereby  oil  may  be  supplied  through  the  auxil- 
iary oilers  (CC,  Figs.  1  and  3)  without  closing  the 
locomotive  throttle,  as  clearly  shown  in  Fig.  3. 

Another  noticeable  feature  of  this  lubricator  is 
the  automatic  check  valves  at  the  top  of  each  sight- 
feed  glass,  as  shown  in  Fig.  4.  These  valves  are 


268 


LOCOMOTIVE  APPLIANCES. 


B 


E 


LOCOMOTIVE  APPLIANCES. 


270  LOCOMOTIVE  APPLIANCES. 

suspended  in  the  stems  *SS*S  (see  also,  Fig.  1),  which, 
when  screwed  down,  leave  the  check  valves  free  to 
close  automatically  should  the  sight-feed  glasses 
break.  When  it  is  desirable  to  open  the  sight-feed 
drain  valves  FFF  to  renew  the  water  of  condensation 
in  any  one  glass  while  the  others  are  still  operating, 
unscrew  the  lifting  stem  S  a  few  turns,  thus  holding 
the  check  valve  off  its  seat  and  permitting  steam  to 
blow  through.  As  soon  as  the  glass  is  blown  out, 
close  the  valve  F,  and  fresh  water  will  immediately 
fill  the  glass;  then  screw  down  on  the  lifting  stejn  S, 
and  the  check  is  again  automatic. 

To  operate. — Open  steam  valve  A^  full  for  boiler 
pressure,  then  open  valve  W,  and  regulate  feed  of  oil 
by  valves  OOO,  observing  not  to  start  feeding  until 
the  condenser  and  sight-feed  glasses  have  had  time 
to  condense  full  of  water. 

Shutting  off  lubricator. — In  leaving  engine  after  a 
trip,  close  the  sight  feeds  first  and  the  steam  valve 
last,  leaving  water  valve  W  open,  in  order  that  the 
expansion  caused  by  heating  freshly  filled  oil  will 
ease  off  through  the  tallow  pipes,  thus  preventing 
the  expansion,  strain  or  bulging  of  the  lubricator. 

To  operate  the  auxiliary  oilers. — Close  the  auxiliary 
feed  valve  R  perfectly  tight,  and  open  its  oil  feeder 
valve  P  a  turn  or  two,  fill  the  cup  with  oil,  close  tightly 
valve  P,  and  finally  open  valve  R,  thus  permitting  the 
oil  to  pass  directly  into  tallow  pipes,  as  shown  in 
Fig.  3. 

Blowing  out  lubricator. — The  method  of  renewing 
the  water  of  condensation  in  the  sight-feed  glasses 
has  already  been  given. 

Should  the  passage  from  the  top  of  the  sight-feed 


LOCOMOTIVE  APPLIANCES.  271 

nipple  to  the  top  of  the  internal  oil  delivery  arm  (in 
reservoir)  become  clogged,  this  can  be  blown  out  with 
live  steam  by  emptying  the  oil  reservoir  and  leaving 
the  feed  valve  0  and  reservoir  drain  valve  G  open. 
(See  Figs,  land  4.) 

THE  SEIBERT  SIGHT-FEED  LUBRICATOR. 

This  lubricator  has  three  sight  feeds  for  oiling 
independently  each  cylinder  and  air  brake.  After 
placing  in  position  and  connecting  as  directed  steam 
enters  at  C,  a  portion  passing  through  the  small 
outside  pipes  leading  from  the  top  of  the  bulb  or  con- 
denser to  each  cylinder  through  O  on  both  sides, 
taking  oil  at  the  discharge  from  the  lubricator  at  the 
top  of  the  sight  feeds,  and  for  the  air  brake  pump 
cylinder  at  the  connection  just  below  the  auxiliary 
oiler  G  to  the  different  cylinders  to  be  lubricated. 
The  other  portion  of  steam  condenses  in  bulb  F, 
forming  the  water  column;  this  water  is  conducted  to 
the  bottom  of  the  lubricator  under  the  oil,  which  is 
forced  out  through  sight  feeds  E  E  E  in  drops  regu- 
lated by  valves  K  K  K.  Thus  it  can  be  readily 
understood  that  exactly  the  quantity  of  oil  allowed 
to  feed  up  through  each  sight-feed  must  go  to  each 
cylinder  as  desired. 

At  the  auxiliary  oiler  G  on  back  of  lubricator  con- 
nections are  made  with  the  air  brake  pump  cylinder, 
and  the  quantity  of  oil  feeding  is  indicated  by  sight- 
feed  E  on  the  front  of  the  lubricator. 

To  attach  the  lubricator. — Remove  valves  from 
plugs  over  the  steam  chests.  Fasten  the  lubricator  to 
the  boiler  head  with  bracket  at  the  proper  height,  and 
have  the  outside  pipes  now  in  use  attached  to  unions 


272 


LOCOMOTIVE  APPLIANCES. 


O  O,  similar  to  that  shown  in  cut.  Make  pipe  con- 
nection to  supply  the  lubricator  with  steam  pressure 
from  any  convenient  point  on  the  boiler  to  the  union 


w 


FIG.  1. 

Seibert  Triple  Sight  Feed  Lubricator. 

AT— Filling  Plug.  N— Lock  Nut  to  fasten  Lubricator  to 

H — Steam  Valve.  Bracket. 

K-K-K— Regulating  Valves.  E-E-E— Sight-Feeds. 

J— Water  Valve.  B— Gauge  Glass. 

F— Condenser.  '  S-S-S— Plugs  over  Glasses. 

G-G-G — Avrdliary  Oilers.  C — Union. 

W— Draw-off  Valve.  -  P-P-P— Valves  to  shut  off  at  top  of 

O-O — Connections  to  Cylinders.  Glass  when,  broken. 

at  C.  A  globe  valve  should  be  put  in  at  boiler  end  of 
this  pipe  as  shown  at  H.  Place  a  small  globe  valve 
in  the  pipe  marked  "to  air  brake,"  near  the  steam  pipe 


LOCOMOTIVE  APPLIANCES.  273 

of  the  air  pump,  for  the  purpose  of  shutting  off  that 
portion  when  desired. 

To  operate  the  lubricator. — Close  valves  W,  K,  K, 
K,  J,  small  valve  in  the  air  brake  pipe,  and  boiler 
valve  H.  When  first  starting  the  lubricator,  to  facil- 
itate matters,  fill  the  sight-feed  glass  with  clean  water 
by  removing  plugs  *S  at  the  top  of  the  several  feeds 
and  then  replace  the  plugs;  afterwards  the  glass  will 
be  kept  full  by  condensation.  Fill  the  lubricator  at 
plug  M  completely  full  with  good  strained  oil  and 
screw  the  plug  down;  then  open  boiler  valve  H  a  very 
little,  and  wait  a  few  moments  until  the  pipe  or  con- 
denser F  is  full  of  water  from  condensation;  then 
open  water  valve  J,  also  open  the  small  valve  in  air 
brake  pipe.  The  valves  P,  P,  P,  should  always  be 
kept  open,  except  when  glass  breaks;  then  valves 
P  and  K  on  that  particular  sight  feed  should  be  closed 
and  use  the  auxiliary  oiler  G  at  that  point  same  as 
common  cab  boiler.  Regulate  the  drops  of  oil  by 
opening  feed  valves  K,  K,  K,  more  or  less,  as  required 
for  each  cylinder. 

To  refill  the  lubricator,  shut  valves//,  J,  K,  K,  K, 
also  small  valve  in  air  brake  pipe,  and  draw  off  the 
water  at  valve  W;  then  close  it  and  fill  the  lubricator  as 
before.  Upon  starting  it  again,  open  water  valve  J 
first,  the  boiler  valve  //  a  little,  also  open  small  valve 
at  air  brake  steam  pipe,  and  regulate  by  valves  K. 
K,K. 

If  the  lubricator  becomes  disabled,  the  auxiliary  oil 
cups  G,  G,  G,  can  be  used  the  same  as  common  cab 
oilers. 


18 


FORCE-FEED   LUBRICATORS. 

For  many  years  past  individual  unit,  force-feed 
lubricating  devices  have  come  to  supersede  all  others 
in  power  plants  where  modern  and  economical  prac- 
tice prevails. 

At  the  present  time  of  very  fast  trains,  making 
long  runs  between  stops,  the  question  of  facilities  for 
thorough  and  positive  lubrication  of  all  journals, 
eccentrics  and  links  of  the  fast  moving  engine  becomes 
very  important. 

CORY'S  FORCE-FEED  LUBRICATOR. 

The  introduction  of  the  device  herewith  illustrated 
and  described  marks  a  distinct  advancement  in  secur- 


FIG.  1. 

Cory's  Force  Feed  Lubricator  for  Oiling  all  Journals,  Eccentrics  and  Links 
While  Engine  is  Running  Full  Speed. 

ing  the  highly  desirable  means  of  oiling  all  important 
bearings  of  the  locomotive,  while  it  is  running  at  full 
speed,  and  this  is  fully  accomplished  direct  from  the 
cab,  from  where  it  is  possible  to  oil  each  bearing 
successively,  or  any  particular  bearing  repeatedly, 
that  may  be  giving  temporary  trouble  by  heating. 

(274) 


LOCOMOTIVE  APPLIANCES. 


275 


The  lubricator  is  placed,  conveniently  of  access, 
in  the  cab  (as  shown  in  Fig.  1),  and  consists  of  an  oil 
supply  reservoir  of  one  gallon  capacity;  at  the  lower 
part  of  this  reservoir  is  seated  a  hollow  conical  valve 
A  (Fig.  2);  the  cavity  in  this  conical  valve  will  hold 
about  one-eightieth  of  a  gallon.  This  space  inside  of 


Mr  or  Steam  Pre 


IL 

FIG.  2. 
Cory's  Force  Feed  Lubricator. 

conical  valve  is  termed  the  oil  discharge  reservoir, 
and  connects  to  oil  supply  reservoir  by  small  valve 
/j,  seated  in  upper  part  of  hollow  valve.  The  side  of 
the  hollow  valve  is  perforated  by  a  hole,  E,  one-eighth 
inch  diameter,  that  can  be  brought  to  coincide  with 
any  one  of  the  16  outlet  holes  at  the  base  of  oil  supply 


276  LOCOMOTIVE  APPLIANCES, 

reservoir,  that  each  connects  with  a  line  of  pipe  to  a 
given  bearing.  There  are  16  notches  on  the  upper  rim 
of  the  lubricator,  that  when  lever  is  brought  to  engage 
with  any  one  of  these  notches  the  hole  in  the  side  of 
conical  valve  then  coincides  with  a  given  hole,  in  base, 
to  outlet  pipe.  When  the  lever  is  thus  placed  for  any 
bearing  desired  to  supply  with  oil,  the  valve  shown 
attached  to  base,  and  connected  to  either  steam  or 
air  pressure,  is  opened,  and  pressure  enters  through 
small  valve  C,  into  the  oil  discharge  reservoir,  closing 
valves  B  and  D,  and  forcing  contents  of  oil  discharge 
reservoir  through  hole  E,  and  through  line  of  pipe 
connecting  with  bearing  that  it  is  desired  to  oil.  This 
requires  but  a  moment,  when  pressure  should  be  shut 
off,  and  lever  placed  midway  between  any  two  notches 
and  in  about  ten  seconds  the  discharge  reservoir  will 
again  be  filled  and  ready  for  discharging  to  any  de- 
sired bearing  when  the  lever  is  placed  in  the  notch 
corressponding  to  the  bearing  to  be  oiled,  and 
pressure  again  turned  on. 

For  all  main  journals  three  way  tips  are  furnished 
for  ends  of  pipe;  thus  the  wedges  and  jaws  are  oiled 
as  well  as  the  journal. 

Thus  the  engineer  has  at  his  command  a  positive 
means  of  oiling  all  parts  of  his  engine,  however  fast 
the  engine  may  be  running,  and  however  long  dis- 
tances he  is  obliged  to  run  without  stops,  thus  pre- 
venting any  dangerous  and  destructive  heating  and 
cutting  of  bearings,  delays  of  trains  and  possible 
accidents  that  might  occur  from  rear  end  collisions, 
by  being  obliged  to  stop,  cool  off  and  pack  hot  journals. 

The  use  of  this  device  is  not  intended  to  relieve  the 
engineer  from  the  responsibility  of  adjusting  his 


LOCOMOTIVE  APPLIANCES.  277 

present  oil  cups,  and  inspecting  and  oiling  by  hand, 
when  first  taking  engine  out  from  terminal  station, 
the  same  as  if  engine  was  not  equipped  with  the 
force  feed  lubricator. 

There  is  simply  placed  at  the  disposal  of  the  en- 
gineer a  gallon  of  oil  that  can  be  forced  from  the  cab 
to  any  desired  bearing,  as  occasion  requires. 

While  this  lubricator  was  originally  designed  for 
emergencies  and  long  distance  runs,  it  is  now  being 
used  for  oiling  at  all  times,  all  bearings  having  pipes 
leading  thereto,  and  is  showing  saving  in  oil  over 
hand  oiling.  It  has  also  been  found  a  great  conven- 
ience in  winter  to  be  able  to  blow  steam  to  the  various 
parts  of  the  running  gear,  and  thereby  melt  accumu- 
lated snow  and  ice,  and  thus  have  cups  and  bearings 
in  condition  for  oiling. 

The  piping  may  be  done  with  either  one-eighth 
inch  wrought  iron  or  copper  pipe. 

MCCANNA  FORCE-FEED  LUBRICATOR. 

This  system  of  lubrication  consists  of  a  reservoir 
filled  with  the  oil  to  be  used  as  lubricant  and  many 
small  oil  pumps  operated  by  a  single  ratchet  wheel 
connected  with  the  valve  stem  or  some  other  portion 
of  the  engine  having  a  reciprocal  motion  of  from 
3  to  5  inches.  The  discharge  pipe  from  each  of  these 
small  pumps  leads  to  the  journal,  guide,  steam  chest 
cylinder  or  other  part  to  be  lubricated.  As  each  of  these 
parts  requires  a  different  amount  of  lubrication,  pro- 
vision is  made  whereby  the  length  of  stroke  of  each 
pump  may  be  readily  and  quickly  altered  while  the 
machine  is  in  motion. 


278  LOCOMOTIVE  APPLIANCES. 

There  are  a  great  many  difficulties  due  to  the 
weather  and  other  causes  to  be  overcome  in  applying 
such  a  device  to  the  locomotive  engine;  but  that  it 
has  many  advantages  must  be  readily  conceded. 

When  the  feeds  are  once  set  the  amount  of  oil  sup- 
plied any  given  part  varies  automatically  with  the 
speed  of  the  locomotive,  and  will  cease  altogether  with 
the  engine  at  rest.  Thus  the  lubrication  is  directly 
in  proportion  to  the  requirements. 

The  accompanying  engraving  shows  a  large 
express  locomotive  equipped  with  force-feed  cylinder 
lubricators.  The  oil  reservoir  G  is  placed  at  a  con- 
venient point  in  the  cab,  with  pipe  D  leading  to 
the  oil  pump  B  located  in  a  protected  position  back  of 
the  steam  chest  to  which  it  is  attached.  A  clamp,  A, 
is  fastened  to  the  valve  stem  and  connected  by  a  suit- 
able rod  to  the  pump  ratchet  arm  C.  Thus  it  takes 
several  movements  of  the  valve  stem  backward  and 
forward  to  cause  one  stroke  of  the  small  pumps,  which 
can  be  adjusted  to  deliver  but  a  drop  or  less  at  a  stroke. 
The  pump  here  shown  has  two  delivery  pipes  leading 
to  either  steam  chest,  one  of  them  being  shown  at  F. 

To  set  the  pump  to  feed  more  oil,  move  the  set-nuts 
closer  together  on  the  pump  plunger,  thus  making 
less  lost  motion.  To  set  the  pump  to  feed  less  oil, 
move  the  set-nuts  farther  apart,  making  more  lost 
motion.  Adjustments  can  be  made  for  each  five  to 
fifty  turns  of  the  driving  wheels  to  produce  but  one 
stroke  of  the  pumps.  Each  stroke  of  the  pumps  can 
in  turn  be  independently  adjusted  to  deliver  from 
ten  drops  to  one-fiftieth  of  a  drop  of  oil.  This  would 
indicate  that  a  very  wide  range  of  requirements  can 
be  met  by  the  engineer. 


LOCOMOTIVE  APPLIANCES. 


279 


ENGINE  TRUCK  OIL   CELLAR   AND  SIGHT- 
FEED  OIL  CUP. 

The  "Acme"  combined  cellar  and  oil  cup  is  designed 
especially  for  engine  trucks  to  overcome  the  friction, 
journal  wear,  and  that  bane  of  the  railroad  man's 


CELLAR  SHOWN: 
HALF    OPEN 
FILLED  WITH 
OILED  WASTE. 


\ 


\ 


FIG.  1.     Acme  Engine  Truck  Cellar  and  Oil  Cup. 

existence,  hot  boxes,  and  thereby  to  prevent  unneces- 
sary stopping  of  fast  trains  and  to  permit  of  long  dis- 
tance runs  between  stopping  points.  By  giving  a 

(280) 


LOCOMOTIVE  APPLIANCES. 


281 


FIG.  2.      Acme  Automatic  Engine  Truck  Cellar  with  Acme  Sight-Feed  Cup. 


282 


LOCOMOTIVE  APPLIANCES. 


regular  feed  of  oil  to  the  bearings  it  is  claimed  to 
effect  considerable  saving  of  oil. 

Fig.  1  gives  a  general  view  of  these  devices  as 
applied  to  the  leading  wheel  of  an  engine  truck;  Fig.  2 
shows  the  details  of  both  the  cellar  and  the  oil  cup. 


FIG.  3. 
Acme  Oil  Cup. 


FIG.  4. 

Acme  Oil  Cup. 
(Sectional  View.) 


From  the  latter  engraving  it  will  be  noted  that  no 
cellar-bolts  are  required,  and  hence  none  can  be  lost,  as 
frequently  occurs  on  the  road  with  the  ordinary  form, 
but  that  the  cellar  is  held  up  to  the  journal  by  four 
coil  springs.  By  this  arrangement  the  cellar  may 
be  pulled  down  and  removed  instantly  without  a 


LOCOMOTIVE  APPLIANCES.  283 

wrench,  and  yet  cannot  be  lost  from  the  truck  box 
when  replaced. 

Fig.  3  shows  the  oil  cup  and  supply  pipe.  When 
in  place,  the  bottom  end  of  the  pipe  is  connected  to 
the  engine  truck  by  a  short  piece  of  rubber  hose. 

Fig.  4  is  a  sectional  view,  from  which  the  internal 
arrangement  of  the  cup  is  seen  to  be  that  of  a  "needle 
feed"  oil  cup  adjustable  from  without.  The  cup  is 
detachable  by  simply  turning  it  half  around  and 
lifting  it  out  when  necessary  to  clean,  but  its  shape 
prevents  its  being  jarred  out  and  lost  while  the  loco- 
motive is  running. 


OIL  CUPS. 


There  is  no  more  important  requisite  for  the  proper 
running  of  a  locomotive  than  adequate  provision  for 
the  proper  lubrication  of  those  parts  wherein  it  is 
necessary  to  overcome  the  deterrent  effects  of  friction. 

One  of  the  devices  for  accomplishing  this  is  the 
oil  cup,  the  aim  of  which  is  to  continually  supply 


FIG.  1.  Fig.  2. 

Guide  Cup.  Guide  Cup. 

the  bearing  with  lubricant  while  in  motion,  to  feed 
little  or  no  oil  when  standing  still,  and  to  feed  copi- 
ously when  the  bearing  gets  hot.  *  There  are  so  many 


*  The  subject  of  lubrication  and  lubricants  is  referred  to  in  "  The 
Science  of  Railways,  "  and  the  reader  is  referred  to  the  General  Index 
of  that  work  for  further  information  in  regard  thereto. 

(:84) 


LOCOMOTIVE  APPLIANCES. 


285 


different  kinds  of  oil  cups  in  use,  many  of  them  pat- 
ented, that  it  would  be  impossible  to  describe  them 
all.  The  following  examples  will,  however,  serve  in 
a  general  way  to  indicate  the  various  types  and  the 
uses  to  which  they  are  put: 


FIG  3. 
Spindle  Feed  Rod  Cup. 


FIG.  4. 

Locomotive  Bearing  Cup 
for  Connecting  Rods. 


Guide  cups  are  used  to  lubricate  the  guides  (see 
plate  "American  Steam  Locomotive,"  parts  num- 
bered 89),  and  Figs.  1  and  2  illustrate  a  common  type 
used  for  this  purpose. 

A  is  the  cap  or  cover,  B  the  body  and  C  the  adjust- 


286 


LOCOMOTIVE  APPLIANCES. 


able  feeder  (Fig.  1).  By  turning  the  screw  feed  to  the 
left  the  needle  feed  is  opened  to  any  extent  desired, 
and  by  turning  to  the  right  it  may  be  entirely  closed, 
as,  for  instance,  when  the  engine  is  not  running. 

Spindle  feed  cups  are  used  on  revolving  parts. 
An  example  is  shown  in  Figs.  3  and  4.  These  cups 
can  be  filled  through  the  hole  in  the  top  without  dis- 

n 


FIG.  5. 
Oil  Cup  for  Front  End  Main  Rod  on  Cross  Head. 

turbing  the  regulating  device,  and  will  not  feed  except 
when  the  engine  is  in  motion. 

The  spindle  D,  Fig.  3,  is  thrown  up  and  down 
again  with  each  revolution  of  the  pin,  and  a  small 
amount  of  oil  is  churned  down  to  the  bearing.  As 
the  bottom  end  of  the  spindle  D  is  on  or  near  the 
bearing,  any  heat  in  the  latter  is  quickly  carried  up 
the  spindle,  thereby  causing  a  greater  flow  of  oil 
downwards  to  the  pin  or  bearing. 

Fig.  5  shows  a  needle-feed  oil  cup  for  the  front  end 


LOCOMOTIVE  APPLIANCES. 


287 


of  main  rod  on  the  cross-head.  (See  plate  "American 
Steam  Locomotive,"  part  numbered  96.)  By  remov- 
ing the  cap  the  needle  may  be  raised  to  regulate  the 
amount  of  feed. 


FIG.  6. 
Valve  Stem  Oil  CUD.  Main  Rod,  Front  End,  Oil  Cup. 

Fig.  6  shows  an  adjustable  needle-feed  cup  some- 
times used  on  valve  stems,  although  an  open  cup 
similar  to  Fig.  9  with  a  pipe  from  the  bottom  to  a 
swab  on  the  valve  stem  is  perhaps  more  often  used. 


FIG.  8.  FIG.  9. 

Oil  Cup  for  Rocker  Box  on  Cross  Head.     Oil  Cup  for  Link  Hanger. 

Open  cups. — Fig.  7  shows  a  style  of  open  cup  some- 
times used  on  the  front  ends  of  main  rods,  although 
needle-feed  cups  similar  to  Fig.  5  are  in  more  gen- 
eral use  for  this  purpose.  When  an  open  cup  like 


288 


LOCOMOTIVE  APPLIANCES. 


Fig.  7  is  used  it  is  filled  with  waste,  hair  or  wicking 
to  hold  the  oil  and  prevent  its  being  thrown  out  of 
the  cup. 

Figs.  8  and  9  show  two  styles  of  open  cups  which 
serve  as  reservoirs  for  oil  for  other  locomotive  bear- 
ings. These  cups  may  be  packed  with  waste  or 
hair  to  longer  retain  the  oil. 


GREASE  CUPS. 

While  grease  has  been  very  successfully  used 
as  a  lubricant  on  shop  and  mill  machinery,  its  use 


Fig.  10. 
Grease  Cup  for  Rods. 


FIG.  11. 
Glass  Grease  Cup  for  Rods. 


on  locomotive  bearings  has  never  been  extensive. 
However,  those  railroads  that  have  adopted  the 
use  of  grease  on  main  and  side  rods  of  very  heavy 


LOCOMOTIVE  APPLIANCES.  289 

locomotives  are  very  pronounced  in  its  faver  from  an 
economical,  as  well  as  a  beneficial,  standpoint,  and 
give  the  following  as  an  excellent  formula:  One  box 
of  concentrated  lye  in  one  quart  of  warm  water,  and 
let  stand  over  night.  Mix  thoroughly  by  warming 
eight  pounds  of  tallow  and  two  pints  of  good  valve 
oil;  then  add  the  lye  and  water,  and  stir  until  it  be- 
comes thick.  In  winter  it  is  best  to  use  one  pound 
less  of  tallow  and  three  pints  of  valve  oil. 


19 


HAND  OILERS. 


FIG.  1. 

Crosby  Hand 
Oiler. 


While  there  are  a  great  many  dif- 
ferent varieties  of  hand  oilers  in  use 
on  the  various  railroads,  their  construc- 
tion and  .operation  are  quite  similar, 
and  it  will  suffice  to  illustrate  two  of 
them. 

The  objection  to 
the  plain  oiler 
having  no  valves 
is  that  oil  is  wast- 
ed while  the  en- 
gineer is  getting 
the  snout  of  the 
can  to  the  oil  cup 
or  bearing,  and  also 
after  it  is  removed 
therefrom  until  the 
can  is  tipped  right 
side  up  again. 

The  closer  the 
valve  is  located 
to  the  end  of  the 
"snout"  of  the  can 
(as  shown  in  Fig. 
2)  the  less  will  be  FlG  2 

the  lOSS  Of  Oil.  McVicar  Hand  Oiler 


(290) 


PROPER  LUBRICATION  OF  JOURNALS. 

The  increase  in  size  of  locomotives  and  tenders,  as 
well  as  cars,  necessitates  the  carrying  of  greater 
weight  upon  each  journal.  To  accommodate  these 
great  weights  the  engineering  department  has  pro 
gressed  from  light  iron  rails  of  35  pounds  per  yard 
to  heavy  steel  rails  of  100  pounds  per  yard. 

From  a  weight  on  each  driving  wheel  of  eight  to  ten 
thousand  pounds  formerly,  we  now  find  an  increase 
barely  escaping  twenty-five  thousand  pounds. 

The  locomotive  tender  has  also  kept  pace  with  the 
engine  itself,  but  with  no  addition  in  the  number  of 
wheels  carrying  this  greater  weight.  Even  though 
track  tanks*  are  used  on  many  trunk  lines,  still  the 
miles  of  railroads  thus  equipped  would  bear  a  very 
small  ratio  to  the  total  American  railroad  mileage. 
Hence  it  is  necessary  to  carry  a  large  supply  of  water 
in  the  tender  to  supply  the  immense  locomotive  boil- 
ers of  present  construction.  Where  2,000  to  2,500 
gallons  was  formerly  considered  ample,  we  now  find 
tenders  of  5,000  to  7,000  gallons  capacity  on  fast 
express  and  heavy  freight  locomotives.  The  coal 
capacity  has  been  increased  proportionately  and  we 
no  longer  find  a  coal  space  provided  for  five  or  six 
tons,  but  for  twelve  to  fifteen  tons.  Thus  it  is  that 
we  have  come  to  the  requirements  of  carrying  a 
tender  which,  loaded,  weighs  considerably  in  excess 

*  The   reader  is   referred  to   "The   Science  of  Railways"  for 
description  and  illustration  of  track  tanks 

(291) 


292  LOCOMOTIVE  APPLIANCES. 

of  one  hundred  thousand  pounds,  all  to  be  supported 
by  two  bogie  trucks,  or  eight  wheels  and  the  same 
number  of  journals. 

The  proper  method  of  packing  the  driving  boxes  and 
their  cellars  is  very  important,  and  a  matter  v/ith  which 
every  railroad  man  in  the  mechanical  department 
should  be  familiar;  yet  when  the  exercise  of  great 
care  is  enjoined  upon  those  whose  duties  it  is  to  clean 
off  the  top  of  the  driving  boxes,  keep  the  oil  holes  open 
and  see  that  the  cellars  are  well  packed  with  clean, 
spongy  waste,  and  similar  instructions  are  given  in 
the  care  of  the  engine  truck  cellar,  It  still  remains  that 
the  proper  care  and  packing  of  journal  boxes  on  the 
tender  and  cars  of  the  train  is  less  understood  than  it 
should  be  from  a  scientific  standpoint. 

Hence  it  is  believed  that  the  careful  discussion  of 
this  subject  will  be  not  only  interesting,  but  exceed- 
ingly instructive,  to  every  practical  railroad  man. 

THE  PROPER  CARE  OF  PACKING  IN  JOURNAL 

BOXES. --ITS  IMPORTANT  RELATION 

TO  SUCCESSFUL  LUBRICATION.* 

"An  attempt  to  curtail  the  proper  care  of  journal 
boxes  at  once  affects  the  service  and  its  successful 
and  thoroughly  safe  operation,  the  effects  of  which 
extend  from  the  president  down  through  the  entire 
management  until  it  reaches  the  men  assigned  the 
duty  of  the  care  of  packing  and  oiling  the  journal 
boxes.  It  would,  therefore,  be  a  reasonable  claim 
that  this  branch  of  the  work  on  railroads  is  one  of  the 
most  important,  if  not  the  most  important,  as  a  car 

*  From  a  paper  presented  before  the  Central  Railway  Club. 


LOCOMOTIVE  APPLIANCES. 


293 


or  locomotive  can  be  run  that  has  not  been  thoroughly 
cleaned  or  repainted  or  varnished,  but  it  cannot  be 
run  with  a  hot  journal,  which  may  be  due  in  a  great 
measure  to  the  neglect  in  this  branch  of  the  work. 

"Too  much  importance  cannot  be  attached  to  this 
branch  of  railway  work,  in  having  systematic  meth- 


FIG.  i. 

Galvanized  Iron  Box  for  Demonstrating  Effect  of  Various  Methods  of 
Loosening  Up  Packing. 

ods  and  intelligent  and  reliable  men  to  perform  this 
service.  To  accomplish  these  ends  it  would  appear 
as  a  wise  and  up-to-date  policy  to  make  a  specialty  of 
following  up  all  the  details  of  this  work,  as  well  as  the 
care  in  the  selection  of  intelligent  men,  as  in  all 
branches  of  the  mechanical  sphere  the  most  successful 


294  LOCOMOTIVE  APPLIANCES. 

are  those  that  make  a  specialty  of  some  one  of  the 
several  branches. 

"In  this  connection,  it  would  seem  proper  to  refer  to 
the  volume  of  the  work  in  the  care  of  packing  in  jour- 
nal boxes.  When  we  refer  to  recent  statistics  which 
show  that  the  number  of  cars  in  the  United  States  at 
the  present  time  has  reached  1,300,000,  making 
10,400,000  journal  boxes  to  maintain,  a  general  idea 
of  the  magnitude  of  this  work  can  possibly  be  realized, 
and  in  view  of  this  the  officers  of  the  railways  who  can 
give  more  than  passing  attention  to  this  branch  of 
the  service  by  fully  providing  the  best  known  facil- 
ities for  the  work,  and  rendering  such  assistance  to 
the  men  responsible  in  this  department,  will,  it  is 
certain,  find  it  greatly  to  the  interests  of  the  railway 
with  which  they  are  connected. 

"As  a  better  means  of  interesting  the  men  directly 
engaged  in  the  care  of  packing  and  oiling  cars  and 
locomotives,  especially  at  terminals,  yards  and 
engine  houses,  where  opportunity  is  given  to  give 
special  attention  to  the  packing  prior  to  oiling,  I 
desire  to  call  attention  to  a  model  journal  box  which 
is  shown  here  (see  Fig.  1),  the  special  object  of  which 
is  to  educate  the  men  up  to  the  most  efficient  means 
of  thoroughly  maintaining  the  packing  in  boxes, 
which  is  of  greater  importance  than  the  mere  adding 
of  oil  to  the  box  without  regard  to  the  condition  of 
the  packing.  The  principle  of  the  box  is  such  as  to 
enable  the  men  to  make  a  practical  demonstration 
of  the  exact  effect  of  their  method  of  stirring  up  the 
packing  in  a  box,  and  if  their  methods  are  in  any 
respect  deficient,  they  may  also  observe  the  effects  of 
a  proper  treatment  of  the  packing,  especially  on  the 


LOCOMOTIVE  APPLIANCES. 


295 


sides  and  rear  of  box,  which  portions  are  quite  com- 
monly neglected,  and  by  thus  practically  demon- 
strating the  bad  and  good  effects  with  suitable  pack- 
ing tools,  the  interest  of  the  average  man  may  be 
awakened  and  the  effects  of  his  work  greatly  im- 


FIG.  2. 
Showing  Proper  Height  of  Packing. 


Fig.  3. 
Showing  Bad  Condition  of  Packing  at  Back  End. 

proved.  Efforts  in  this  or  some  direction  of  this  kind 
are  a  necessity  if  we  may  hope  to  improve  and  secure 
more  satisfactory  service,  as  it  is  feared  that  on  many 
roads  the  details  of  this  work  have  not  been  given 
sufficient  serious  and  personal  attention. 


295  LOCOMOTIVE  APPLIANCES. 

"Fig.  2  illustrates  the  height  of  packing  in  a  box 
that  has  been  found  to  produce  the  most  satisfactory 
results.  It  will  be  seen  that  this  illustrates  the  top 
line  of  packing  to  correspond  about  with  the  center 
line  of  the  journal,  thus  leaving  the  packing  entirely 
clear  of  the  lower  edges  of  the  brass,  which  is  also  a 
desirable  condition,  and  it  also  shows  the  packing  in 
the  front  end  of  the  box  to  be  slightly  below  the  open- 
ing in  the  box,  the  object  being  to  prevent  waste  of 
oil  out  the  front  of  the  box;  and,  further,  any  addi- 
tional packing  in  excess  of  this  in  the  front  of  the 
box  will  be  practically  of  no  value. 

"Fig.  3  illustrates  the  shape  packing  will  assume  in 
the  rear  of  the  box  when  not  properly  maintained  at 
terminals  where  opportunity  is  given  for  this  work. 
From  this  it  will  be  seen  that  the  packing  is  not  in 
contact  with  journal  at  rear  end  of  same;  this  is 
caused,  in  some  cases,  by  not  packing  the  back  end  of 
box  firmly  enough,  and  also,  more  especially,  owing 
to  improper  treatment  of  the  packing  on  the  sides  and 
rear  portions  of  box  at  terminals  prior  to  oiling,  in 
combination,  also,  in  some  cases,  with  a  lack  of  pack- 
ing tools  well  adapted  for  accomplishing  effective 
results  in  the  least  possible  time.  This  condition  of 
packing  is  further  shown  in  the  model  box,  the  object 
of  which,  as  previously  stated,  is  to  demonstrate 
beyond  question  the  effects  of  proper  and  improper 
treatment  of  the  packing,  and  serve  as  a  better  means 
of  interesting  and  educating  the  men  engaged  in  this 
work.  It  will  be  observed  that  by  the  use  of  glass 
sides  in  the  model  box  the  entire  journal  is  exposed  to 
view,  and  also  clearly  shows  the  condition  of  the 
packing  the  entire  length  of  the  journal  and  at  the 


LOCOMOTIVE  APPLIANCES.  297 

back  of  the  box.  A  more  important  feature,  however, 
is  that  it  clearly  shows  to  the  man  to  be  instructed  in 
this  work  the  exact  effect  of  his  method  of  stirring  up 
the  packing  prior  to  oiling.  If  the  practice  he  has 
followed  does  not  restore  the  packing  on  the  sides  and 
rear  of  box  to  proper  relation  with  the  journal,  this 
will  be  clearly  and  positively  demonstrated  to  him,  as 
well,  also,  as  the  effect  of  such  slight  change  that  may 
be  necessary  in  his  methods  to  produce  desirable 
results,  and  effect  the  most  elastic  condition  of  the 
packing,  so  that  the  oil  in  the  box  may  be  freely  con- 
veyed to  the  journal.  As  this  is  a  practical  demon- 
stration, I  think  it  will  be  conceded  that  it  will  serve  as 
a  superior  means  of  interesting  the  men  in  their  work, 
as  compared  to  verbal  or  written  instructions  concern- 
ing the  same.  If  this  is  the  case,  it  is  quite  logical 
that  the  men  will  become  more  expert  in  the  perform- 
ance of  this  work,  and  better  results  can  be  reasonably 
looked  for. 

"The  necessity  for  treating  the  packing  in  this  pr  a 
similar  manner,  we  think  will  be  quite  apparent  to 
any  one  who  will  make  the  most  casual  observations 
of  the  solid,  non-elastic  condition  the  packing 
assumes  through  a  failure  to  give  it  proper  attention 
at  the  back  end  of  the  box,  as  previously  described; 
and  when  in  this  condition  it  not  only  fails  to  convey 
oil  to  the  journal,  but  actually  becomes  in  time  hard- 
ened and  glazed,  the  effect  of  which  is  to  wipe  or 
scrape  off  any  oil  that  may  reach  the  journal  from  the 
forward  part  of  the  box.  The  lubrication,  therefore,  is 
so  retarded  as  to,  in  a  short  time,  result  in  the  heating 
of  the  journal.  At  the  same  time  that  this  condition 
exists  in  the  back  of  the  box,  the  appearance  of  the 


298 


LOCOMOTIVE  APPLIANCES. 


packing  near  the  front  of  the  box  may  be  very  good, 
and  a  man  that  gave  attention  to  the  packing  just 
prior  to  journal  heating  would  be  under  the  impression 
that  the  treatment  he  gave  it  was  all  that  possibly 
could  be  done.  It  is,  therefore,  considered  that  the 
treatment  of  the  packing  as  demonstrated  by  the 
model  box,  and  also  described,  is  of  much  greater 
importance  than  the  mere  adding  of  oil  to  the  box. 

'  'Fig.  4  illustrates  a  journal  box  having  an  excessive 
quantity  of  packing,  which  is  not  only  a  wasteful 
practice,  resulting  in  a  loss  of  oil  out  of  the  ends  of  the 


FIG.  4. 

Showing  Excessive  Quantity  of  Packing. 

box,  but  is  also  detrimental  to  good  results,  as  by  this 
method  of  so  completely  filling  up  the  box  with  pack- 
ing a  condition  is  caused  that  frequently  results  in 
threads  or  small  particles  of  packing  becoming 
caught  between  brass  and  journal.  This  occurs  by 
violent  shocks  produced  in  switching  and  application 
of  brakes  when  the  relation  between  brass  and  jour- 
nal is  sufficiently  disturbed  to  permit  small  particles  of 
waste  being  caught  under  the  edge  of  brass  and 
journal.  This  is  particularly  true  when  the  packing 
is  pressed  up  close  around  the  brass,  as  in  Fig.  4. 


LOCOMOTIVE  APPLIANCES.  299 

This  is  not  an  infrequent  cause  of  very  serious  cases 
of  hot  driving  boxes  on  engines.  The  effect  is  that 
the  oil  is  wiped  off  the  journal  and  the  surface  thus 
becomes  dry,  resulting  in  heating  in  a  comparatively 
few  minitues.  It  is  therefore  apparent  that  in  stirring 
up  packing,  the  top  portion  should  be  entirely  below 
the  edge  of  the  brass.  In  stirring  up  packing  as 
described  it  should  be  understood  clearly  that  all  that 
is  required  is  a  slight  loosening  up  of  the  top  surface  of 
the  packing  on  each  side  of  the  journal,  keeping  the 
back  of  the  box  well  closed  up  by  maintaining  pack- 
ing at  the  proper  height.  The  top  layer  of  packing 
will  thus  be  kept  in  a  light,  elastic  condition  next  to 
the  journal,  which  is  most  desirable  in  order  that  the 
oil  may  be  freely  conveyed  to  the  journal  from  the 
more  solid  portions  of  packing  underneath.  A  gen- 
eral disturbance  of  the  packing  should  be  avoided,  as 
uo  good  results  can  be  secured  by  this  method. 

"As  suitable  tools  for  this  work  are  as 
essential  as  competent  and  skillful  men,  a  packing 
tool  (see  Fig.  5)  is  here  shown,  made  of  steel,  that  has 
been  found  well  adapted  for  the  work  of  slightly  stir- 
ring up  packing  in  journal  boxes  at  terminals  where 
time  is  given  for  this  work.  This  will  apply  to  both 
passenger  and  freight  cars  and  locomotive  tenders. 
By  reason  of  the  custom  of  some  men  with  other 
forms  of  packing  tools  they  may  not  at  first  appreciate 
the  value  this  form  of  tool  will  be  to  them,  but  it  is 
thought  that  by  some  consideration  and  trial  it  will 
be  found  very  efficient.  Its  efficiency  depends  in  a 
great  measure  in  following  out  the  practice  of  stirring 
up  packing  as  described.  For  illustration:  It  will  not 
be  desirable  for  the  practice  of  placing  it  down  under 


300  LOCOMOTIVE  APPLIANCES. 

the  entire  bulk  of  the  packing  at  the  sides  of  the  box, 
as  some  men  follow.  This  practice  is  questionable 
for  the  reason  that  when  this  is  done  the  entire  bulk  of 
packing  on  the  sido  of  the  box  is  raised  bodily  from  the 
bottom  of  the  box,  and  it  should  be  considered  care- 
fully, if  this  is  the  case,  how  long  it  will  likely  remain 


^    .  

j:                 Q  • 

S                 ?C} 

V-P        a^ 

7  ?* 

'-^      ^^       '^W                       •  "                              •  "^ 

(dp 

i  -/r*."-  - 

-         :  J" 

FIG.  5. 
Tool  for  Loosening  Up  Packing  in  Journal  Boxes. 


Fie.  6. 
Tool  for  Packing  Journal  Boxes  in  Shops  and  Shop  Yards. 

up  in  that  condition  after  the  train  is  in  motion,  when 
the  journal  box  is  subjected  to  innumerable  blows 
from  frogs  and  switches.  It  is  quite  logical  reasoning 
that  it  will  all  settle  back  in  a  short  time  in  a  non- 
elastic  condition.  This  tool  can  be  known  as  the 
combination  packing  tool,  as  it  combines  the  features 


LOCOMOTIVE  APPLIANCES. 


301 


of  the  commonly  known  packing  iron  and  hook.  It 
is,  therefore,  only  necessary  for  the  men  to  carry  the 
one  tool  in  performing  this  work  at  terminals,  the  hook 
side  of  the  tool  being  necessary  to  remove  particles  of 
dry  packing  when  found,  or,  in  many  cases,  surplus 
packing. 


FIG.  7. 

Showing  Position  of  Packing  Tool  When  Used  to  Loosen  Up  Packing 
in  Each  Side  of  Journal. 


FIG.  8 

Showing  Position  of  Packing  Tool  When  Used  to  Remove  Surplus  Packing. 

"In  Fig.  6  there  is  shown  a  set  of  packing  tools 
intended  for  use  in  shops  or  shop  yards,  where  the 
entire  repacking  of  boxes  is  done,  and  we  therefore 
consider  this  operation  entirely  distinct  from  that  of 
stirring  up  packing  by  inspectors  at  terminals,  and 
consequently  a  slightly  different  form  of  tool  for  the 


302  LOCOMOTIVE  APPLIANCES. 

work  will  be  found  desirable,  as  is  the  case  with  the 
great  variety  of  tools  required  by  skilled  mechanics  in 
their  various  occupations.  As  the  practice  of  some  is 
to  have  a  hook  about  eight  inches  from  the  handle  end 
of  the  packing  tool]  to  facilitate  the  opening  and 
closing  of  box  lids,  it  should,  of  course,  be  understood 
that  when  this  feature  is  a  desirable  one,  it  should  be 
added  to  the  tool.  The  "V"  shaped  end  of  these  tools 
affords  a  ready  and  effective  means  to  lightly  loosen 
up  the  top  layer  of  packing,  which  is  the  end  most 
desired,  so  that  this  portion  of  the  packing  may  be  in 
the  most  elastic  condition  possible.  Figs.  7  and  8 
show  the  position  of  packing  tool  when  used  as 
described. 

"In  this  connection  it  is  well  to  consider  the  quantity 
of  waste  and  oil  in  a  journal  box  when  packed  in  the 
usual  manner.  Each  box  contains  from  1%  to  2% 
pounds  of  waste  and  from  4%  to  10  pints  of  oil,  depend- 
ing upon  the  size  of  box,  varying  from  3%  x  7  inches 
up  to  the  5%  x  10  inch  box.  It  will  thus  be  seen  and 
appreciated,  I  believe,  that  to  properly  utilize  the  oil 
that  is  in  the  box,  the  packing  next  to  the  journal 
should  be  maintained  in  as  elastic  condition  as  possi- 
ble. It  should  be  further  understood  that  the  oil  as  it 
passes  between  the  surfaces  of  the  brass  and  journal 
is  not  actually  consumed,  but  is  deposited  to  a  degree 
again  on  the  opposite  side  of  journal  from  which  it 
ascended  for  use  again  an  indefinite  number  of 
times. 

"In  numerous  tests  made  by  various  responsible 
railways  a  very  unusual  high  mileage  has  been  made 
from  the  one  re-packing  of  the  box  or  boxes  without 
the  addition  of  any  oil  during  the  test.  In  some  of 


LOCOMOTIVE  APPLIANCES.  303 

these  tests  the  mileage  has  been  from  six  to  twenty 
thousand  miles.  During  the  test  the  packing  was 
examined  daily  and  maintained  in  an  elastic  condi- 
tion, as  previously  described,  no  oil,  however,  having 
been  added  during  the  test.  Reference  to  these  tests 
and  results  is  only  for  the  purpose  of  illustrating  the 
possible  mileage  in  the  oil  contained  in  a  journal  box 
when  subjected  to  a  special  test  as  referred  to,  and  is 
not  for  the  purpose  of  conveying  the  idea  .that  such 
results  are  obtainable  under  the  average  conditions 
and  treatment  on  the  best  regulated  roads,  but, 
instead,  to  indicate  under  reasonable  conditions, 
which  are  readily  obtainable  through  careful  and 
systematic  methods,  results  far  superior  to  what  are 
now  being  obtained  under  the  average  practices." 

It  should  be  enjoined  upon  those  whose  duty  it  is  to 
inspect  and  care  for  journal  boxes  that  in  stirring  up 
the  packing  or  in  pushing  the  packing  down  in  the 
front  of  the  box,  where  there  is  always  a  tendency  for 
it  to  work  out,  the  top  waste  (which  contains  more  or 
less  sand  and  dirt)  should  be  crowded  first  toward  the 
front  of  the  box,  and  then  down  under  the  cleaner  oily 
waste,  which  latter  will  thus  be  brought  up  to  the 
journal. 

One  who  has  given  much  time  and  study  to  the 
subject  strongly  advises  the  following  practice  in  the 
packing  of  a  journal  box  on  either  a  car  or  locomotive 
tender:  The  first  packing  put  into  the  box  should  be 
twisted  up  into  a  roll  and  shoved  clear  to  the  back  of 
the  box  and  up  against  the  axle,  thus  forming  an 
effective  dust  guard,  as  well  as  a  preventive  to  oil 
running  out  of  the  back  of  the  box.  Then  small 
bunches  of  waste,  that  have  been  saturated  in  oil  for  at 


304  LOCOMOTIVE  APPLIANCES. 

least  twenty-four  hours  and  subsequently  drained  of 
superfluous  oil,  should  be  packed  under  the  journal 
until  the  box  is  filled  the  whole  length  of  the  journal. 
Complete  the  operation  as  begun  by  a  twisted  roll 
having  no  fibre  connection  with  the  other  packing, 
placed  in  the  front  of  the  box  for  the  purpose  of  pre- 
venting the  good  packing  from  working  out  from 
under  the  journal. 

It  is  desired,  in  conclusion,  to  emphasize  the  fact 
that  the  most  important  part  of  the  work  of  lubrication 
is  the  skillful  and  proper  maintenance  of  the  packing 
in  the  box,  so  that  the  most  elastic  condition  may 
be  secured  and  maintained. 


JOURNAL  BOX  DUST  GUARDS. 

In  order  to  retain  the  oil  in  the  journal  box  and  at 
the  same  time  exclude  the  dust,  sand  and  dirt  it  has 
long  been  customary  to  employ  some  form  of  wooden 
or  metal  dust  guard,  the  former  being  frequently  faced 
with  plush  or  felt.  Many  improvements  upon  this 
older  form  of  solid  board  guard  have  been  devised,  one 
of  the  best  known  being  here  illustrated. 

HARRISON  DUST  GUARD. 

The  Harrison  dust  guard  is  constructed  from  hard 
wood,  well  oiled,  and  made  in  two  sections.  Through 


FIG.  1. 
Harrison  Dust  Guard. 

each  of  these  sections  there  is  formed  an  orifice 
adapted  to  receive  bolts.    In  the  upper  section  of  the 

20  (305) 


306  LOCOMOTIVE  APPLIANCES. 

top  part  the  orifices  are  enlarged  in  order  to  receive 
springs.  Said  springs  are  compressed  with  jammed 
hexagon  nuts  whereby  the  sections  are  held  yield- 
ingly together,  constantly  encircling  the  car  axle 
journal  at  all  times,  and  in  both  of  the  sections 
there  is  three-sixteenths  of  an  inch  taken  out  of  the 
center,  thereby  allowing  three-eighths  of  an  inch 
wear  before  sections  are  closed  together. 

In  each  of  the  sections  there  is  formed  a  groove 
three-eighths  of  an  inch  wide  and  three-sixteenths  of 
an  inch  deep.  Into  this  groove  there  is  inserted 
packing  strips.  The  packing  strip  in  the  upper  sec- 
tion is  sufficiently  shortened  to  allow  the  packing 
strip  in  the  lower  section  to  telescope  into  groove  in 
the  upper  section,  thereby  closing  the  joints  between 
the  two  sections,  not  only  making  this  guard  dust 
proof,  but,  as  the  packing  is  cut  out  of  heavy  belting 
leather,  insuring  great  service  owing  to  the  fact  that 
under  tests  of  upwards  of  fifty-five  thousand  miles 
no  indication  of  wear  was  observable. 


THE  LOCOMOTIVE  BELL  RINGER. 

On  locomotives  traversing  thickly  settled  portions 
of  the  country,  and  those  engaged  in  suburban  and 
switching  service,  running  long  distances  within  the 
limits  of  cities,  mechanical  bell  ringers  are  no  longer  a 
novel  luxury  -they  are  a  judicious  investment  of  cap- 
ital. Railways  using  them  extensively  or  adopting 
them  as  a  standard  for  all  locomotives  would  as  soon 
think  of  discarding  the  injector  and  going  back  to  the 
old  feed  pump  as  they  would  of  doing  away  with  the 
bell  ringer. 

The  duties  of  a  locomotive  fireman,  who  used  to  ring 
the  bell,  have  increased  with  the  increased  size  and 
speed  of  locomotives  and  the  rules  governing  the 
avoidance  of  black  smoke,  because  of  its  being  classed 
as  a  nuisance  about  cities,  if  for  no  more  economical 
reasons.  A  man  furnishing  coal  to  a  ten-foot  firebox 
developing  from  five  hundred  to  fifteen  hundred  horse- 
power, has  little  time  to  do  much  else  when  the  loco- 
motive is  in  motion — the  time  when  it  is  necessary  to 
ring  the  bell. 

THE  GOLLMAR  BELL  RINGER. 

This  bell  ringer  is  preferably  so  arranged  as  to 
automatically  start  the  bell  ringing  whenever  the 
locomotive  whistle  is  sounded.  This  arrangement  is 
clearly  shown  in  Fig.  1 .  Thus  connected,  it  is  claimed 
to  afford  valuable  evidence  in  case  of  grade-crossing 
accidents.  A  small  chain  connected  to  the  whistle 

(307) 


LOCOMOTIVE  APPLIANCES. 


rigging  automatically 
opens  a  small  valve  in 
the  cab,  which  valve 
admits  steam  or  air 
pressure  to  the  bell 
ringer.  This  cab- 
operating  valve  is  close 
to  the  engineer's  hand, 
and  may  readily  be 
opened  without  pulling 
the  whistle  cord. 

While  steam  pressure 
may  be  used  to  operate 
this  and  other  bell 
ringers,  air  pressure  is 
much  preferable,  espec- 
ially  in  cold  climates. 

The  construction  and 
its  action  are  as  follows, 
as  may  be  seen  by  ref- 
erence  to  Fig.  3:  There 
are  two  openings  near 
the  bottom  for  pipes;  the 
upper  one  is  the  inlet, 
the  lower  is  the  exhaust. 
Pressure  is  admitted 
through  the  upper 
opening,  opposite  an 
annular  groove  in  valve 
18,  through  which  four 
holes  are  drilled,  admit- 
ting the  pressure  under 
the  single  acting  piston 


LOCOMOTIVE  APPLIANCES  309 

10  ;  this  causes  piston  10  to  rise,  forcing  the  bell 
to  swing.  Piston  10  has  a  stroke  of  one  and  one- 
fourth  inches  when  at  its  extreme  travel;  crank  2 
has  a  stroke  of  four  inches.  The  connecting  rod  is  in 
two  sections,  6  and  7  ,  which  allows  the  crank  2  to 
make  a  complete  revolution  without  causing  piston  10 
to  move.  When  the  ringer  is  started  to  work  the 
piston  10  will  be  driven  upward,  causing  the  bell  to 


FIG.  2. 
Full  View  of  Bell  Ringer. 

swing,  and  valve  stem  17  will  raise  valve  18,  closing 
inlet  port,  and  use  pressure  expansively  by  traveling 
the  length  of  the  lap  before  the  lower  edge  of  valve  18 
will  open  the  exhaust  port.  The  bell,  having  received 
an  impulse,  will  continue  its  motion  after  the  piston  10 
has  reached  the  upper  end  of  its  stroke,  the  crank  box 
6  sliding  on  rod  7.  The  impetus  which  the  bell 
receives  being  expended,  it  will  fall;  the  set  bolt  4  will 


310 


LOCOMOTIVE  APPLIANCES. 


strike  the  end  of  rod  7,  and  piston  10  will  be  forced 
downward  (being  open  to  the  exhaust  below),  coming 
in  direct  contact  with  valve  18  ,  thereby  closing 
exhaust  port  and  opening  inlet  port  after  cushioning 
on  the  pressure  remaining  under  piston  10  subsequent 
to  the  closing  of  the  exhaust  on 
account  of  the  exhaust  port  being 
placed  slightly  above  the  bottom  of 
the  cylinder.  It  will  be  seen  that 
valve  18  is  only  operated  at  the 
terminations  of  the  piston  10  stroke. 
Packing  rings  15  on  the  piston  and 
on  the  main  valve  are  packing  rings 
standard  to  the  Westinghouse  eight- 
inch  air  pump  reversing  valve.  As 
the  rings  are  kept  in  stock  by  all  rail- 
roads using  air-brakes,  no  extra  sup- 
ply need  be  carried  by  them. 

The  bell  ringer  can  be  easily  ad- 
justed to  use  pressure  in  proportion 
to  the  power  required.  This  is  ac- 
complished by  means  of  valve  stem 
17,  which  is  secured  in  its  adjusted 
position  by  jamb  nut  16.  No  change 
in  length  of  connecting  rod  is  re- 
quired in  making  this  adjustment. 
G<(sTcationf  vilwT  These  bell  ringers  have  been  used 
successfully  when  cutting  off  pressure  after  the 
piston  has  moved  but  three-eighths  of  an  inch  of 
its  stroke.  This  arrangement  makes  it  so  economical 
in  use  of  pressure  that  air  is  always  used  in  preference 
to  steam,  and  it  has  never  caused  any  trouble  with 
train  brakes. 


FIG.  a 


LOCOMOTIVE  APPLIANCES. 


311 


This  little  machine  has  no  outward  moving  parts 
except  the  rod.  Its  valve  is  attached  to  the  piston. 

THE  SANSOM  BELL  RINGER. 

The  Sansom  bell  ringer  is  operated  by  the  admis- 
sion of  compressed  air  pressure  under  the  piston, 
which  forces  piston  upward  and  carries  a  connecting 
rod  attached  to  a  crank  on  the  bell  shaft,  as  shown  in 
Fig.  1.  When  an  arm,  extending  on  the  left  of  the 


FIG.  1. 
The  Sansom  Bell  Ringer. 

piston,  has  traveled  to  the  upper  set  of  lock  nuts  on 
reversing  rod,  the  admission  port  begins  to  close 
and  the  exhaust  port  to  open,  thus  allowing  the  air 
to  escape  from  the  cylinder  and  the  weight  of  bell  to 
force  piston  to  bottom  of  cylinder. 

When  the  arm  on  the  left  has  traveled  to  the  lower 
set  of  lock  nuts,  the  exhaust  port  begins  to  close  and 


312 


LOCOMOTIVE  APPLIANCES. 


FIG.  2. 
The  Sansom  Bell  Ringer,  Showing  Internal  Mechanism. 


LOCOMOTIVE  APPLIANCES. 


313 


the  admission  port  to  open,  thus  again  forcing  the 
piston  upwards,  as  before  described.  Fig.  2  is  a 
transparent  view  of  the  bell  ringer,  showing  the 
working  of  the  valve  within. 

The  variation  in  the  stroke  of  the  ringer  is  made  by 
adjusting  lock  nuts  on  reversing  rod.  To  increase 
the  throw  of  bell,  raise  the  upper  set  of  lock  nuts;  to 
decrease  throw,  lower  them. 

THE  CHICAGO  LOCOMOTIVE  BELL  RINGER. 

The  Chicago  Locomotive  Bell  Ringer,  as  shown  in 
Fig.  1,  is  so  nearly  similar  in  operation  that  the 


FIG.  1.     Chicago  Locomotive  Bell  Ringer. 

engraving  suffices  for  an  explanation  after  the  prin- 
ciples of  the  foregoing  devices  have  been  described. 


AUTOMATIC  STEAM  BLOWERS. 
THE  HUFF  AUTOMATIC  STEAM  BLOWER. 

This  automatic  steam  blower  is  a  simple  and  novel 
device  inserted  in  the  blower  pipe  immediately  over 
the  steam  chest,  and  auxiliary  to  the  regular  blower 
valve  in  the  cab.  By  its  use  the  blower  automatically 
goes  to  work  whenever  the  'throttle  is  closed,  and 
automatically  ceases  blowing  whenever  the  throttle  is 
opened,  the  force  of  the  blower  blast  being  regulated 
by  the  blower  valve  in  the  cab. 


FIG.  1. 
Huff  Automatic  Steam  Blower. 


It  is  well  known  that  the  proper  and  regular  use  of 
the  present  hand  blower  for  the  purpose  of  preventing 
the  smoke  and  gases  trailing  back  over  the  train  and 
coming  out  into  the  cab  when  the  engine  is  shut  off 
requires  much  care  and  attention  on  the  part  of  the 
fireman,  and  that  it  is  seldom  accomplished  in 
practice. 

(314) 


LOCOMOTIVE  APPLIANECS. 


315 


The  location  and  connections  of  this  device  are 
shown  by  Fig.  1.  It  will  be  noticed  that  it  can  be 
easily  and  quickly  installed.  The  arrangement  and 
working  of  the  internal  parts  are  shown  by  Fig.  2,  and 
the  external  appearance  of  the  complete  device,  ready 
for  installation,  is  shown  by 
Fig.  3. 

To  install  this  device,  a  piece 
of  the  blower  pipe  about  four 
inches  long  is  cut  out  at  a 
point  directly  over  the  steam 
chest;  the  ends  of  the  two  re- 
maining parts  are  threaded, 
the  device  inserted,  and  a  one- 
inch  pipe  connection  made 
between  the  bottom  of  the  cyl- 
inder A  A  (at  the  point  N, 
Fig.  2)  and  the  top  of  the 
steam  chest. 

It  is  assumed  that  the  blower 
valve  in  the  cab  is  always  kept 
open  to  some  extent;  under 
these  circumstances,  steam  at 
full  boiler  pressure  always  fills 
the  blower  pipe  from  the  cab 
down  to  the  valve  F.  When 
the  throttle  is  opened,  the 
steam  in  the  steam  chest  (see  Huff  Autom!tTcsLmBiower. 
part  numbered  44,  plate  "The  (Sectional  view.) 

American  Steam  Locomotive")  exerts  an  upward  pres- 
sure on  the  piston  EE;  the  area  of  the  piston  EE  being 
much  greater  than  the  area  of  the  valve  F,  the  excess  of 
upward  pressure  on  the  piston  E  E  over  the  down- 


316 


LOCOMOTIVE  APPLIANCES 


ward  pressure  on  the  valve  F  results  in  the  seating  of 
the  valve  F,  so  that  as  long  as  these  conditions  con- 
tinue the  blower  cannot  blow.  When  the  throttle  is 
closed  the  boiler  pressure  acting  downward  on  the 
small  area  of  the  valve  F  is  nevertheless  greater  than 
the  atmospheric  pressure  (in  the  steam  chest)  acting 
upward  on  the  piston  E  E,  and  the  valve  F  is,  there- 
fore, forced  down  from  its  seat  M  (be- 
ing cushioned  by  the  spring  G),  and 
the  blower  goes  to  work  automat- 
ically. 

In  the  rare  emergency  of  wishing 
to  keep  the  blower  at  work  when  the 
engine  is  using  steam  it  is  only  nec- 
essary to  open  the  screw  valve  J 
and  plug  the  exhaust  opening  /, 
under  which  circumstances  the  piston 
E  E  will  be  in  equilibrium  with  the 
same  steam  pressure  above  and  below 
it,  and  the  boiler  pressure  in  the  blow- 
er pipe  will  open  the  valve  F,  and  the 
blower  will  go  to  work  and  remain  at 
FIG.  3.  work  (whether  the  throttle  is  open  or 
Huff  Automatic  steam  shut)  as  long  as  the  blower  valve  in 

Blower.  .          '         .      .    *?, 

(External  view.)      the  cab  is  left  open. 

This  automatic  steam  blower  thus  provides  a  means 
by  which  the  judicious  and  economical  use  of  the  old 
blower  valve  may  be  accomplished—the  smoke  and 
gases  from  a  passenger  engine  may  be  largely  pre- 
vented from  trailing  over  the  train  when  the  engine  is 
shut  off — thus  greatly  increasing  the  comfort  of 
passengers,  and  particularly  those  who  use  trains 
which  are  running  in  local  and  suburban  service. 


LOCOMOTIVE  APPLIANCES. 


317 


The  crews  of  all 
engines,  wheth- 
er passenger, 
freight  or  shift- 
ing, may  be  re- 
lieved of  the  an- 
noying  and 
harmful  effects  of 
smoke  and  gases 
coming  into  the 
cab  when  engines 
are  shut  off;  this 
is  very  annoying 
even  when  coal  is 
used  as  a  fuel,  but 
almost  intoler- 
able when  coke  is 
used;  -besides 
this,  it  seems  to 
be  necessary  to 
make  some  pro- 
vision for  keep- 
ing a  coke  fire 
bright  when  the 
engine  is  not 
working,  and  this 
device  provides  a 
positive  and  auto- 
matic means  of 
accomplishing 
this.  Finally, 
the  automatic 
action  of  this 


318  LOCOMOTIVE  APPLIANCES. 

device  would  relieve  the  fireman  of  much  of  the  work 
of  "hooking"  or  stirring  up  the  fire. 

Fig.  4  shows  the  application  of  this  and  other  loco- 
motive attachments  by  the  same  manufacturer. 

CHICAGO  &  NOTH- WESTERN  R'Y  BLOWER  VALVE. 

The  automatic  blower  valve  used  by  the  Chicago 
&  Northwestern  Railway  on  suburban  locomotives 
to  prevent  black  smoke  is  a  valve  operated  by  com- 
pressed air,  which  is  admitted  mechanically  by  the 
opening  and  closing  of  the  locomotive  throttle  in 
the  cab. 

Fig.  5  shows  a  view  of  the  boiler  head  with  the 
arrangement  of  the  device  employed  for  this  purpose. 
The  air  controlling  valve  with  connections  to  the 


J'Ti  at  m 

FIG.  5. 
C.  &  N-W.  R'y  Automatic  Blower  Valve. 

auxiliary  reservoir  of  the  driver  brake  and  to  the 
automatic  blower  valve  is  shown  located  just  back  of 
the  throttle  lever.  When  the  throttle  is  closed  all 
communication  between  the  two  is  closed,  but  when 


LOCOMOTIVE  APPLIANCES.  319 

the  throttle  is  opened  the  air  pressure  automatically 
unseats  the  small  controlling  valve  and  passes  to  the 
blower  valve  where  it  acts  upon  a  piston,  closing  off 
the  steam  from  the  blower  pipe  in  the  smoke  box.  In 
case  it  is  not  desired  to  have  the  blower  work  when  the 
locomotive  is  standing,  the  usual  blower  valve  is 
closed.  It  is  by  the  amount  of  opening  given  this 
latter  valve  that  the  severity  of  the  automatic  blower 
is  regulated. 


VARIABLE  EXHAUST  NOZZLES. 

The  history  of  expanding  exhaust  nozzles  is  nearly 
as  old  as  the  locomotive  itself.  Ever  since  the  loco- 
motive was  first  constructed  there  has  been  a  feeling 
among  practical  men  that  there  should  be  some 
means  of  controlling  the  exhaust  opening  to  a  certain 
degree  in  accordance  with  the  amount  of  steam  being 
used  in  the  cylinders.  Experience  has  shown  that 
when  a  stationary  nozzle  is  used  the  various  condi- 
tions under  which  a  locomotive  is  worked  produce,  at 
times,  wasteful  results  in  fuel  economy,  and  under 
many  conditions  the  contracted  opening  of  the  nozzle 
gives  too  great  a  back  pressure  in  the  cylinder,  thus 
decreasing  the  speed  and  efficiency  of  the  locomotive. 

The  stationary  nozzle  must  be  made  small  enough 
to  get  the  desired  draft  on  the" fire  when  the  engine  is 
working  the  least  practical  amount  of  steam  in  the 
cylinders,  and  when  it  becomes  necessary  to  "drop  the 
lever"  and  work  more  steam  in  the  cylinders  the 
increased  velocity  of  the  exhaust  through  a  restricted 
opening  of  the  nozzle  tears  the  fire  on  the  grates,  thus 
rushing  the  gases  and  finer  coal  unconsumed  through 
the  flues  and  causing  wasteful  results.  The  holes 
torn  in  the  fire  also  admit  cold  air  through  the  grates, 
cooling  the  flues  and  fire-box  suddenly,  and  causing 
them  to  leak.  There  is  no  doubt  but  what  many 
engine  failures  due  to  leaky  flues  may  be  attributed  to 
this  cause. 

To   overcome   these   difficulties   many   forms   of 

(320) 


LOCOMOTIVE  APPLIANCES.  321 

expanding  nozzles  have  been  devised,  most  of  them, 
however,  being  designed  to  be  operated  manually  by 
the  engineer,  but  the  neglect  of  the  latter  to  properly 
and  constantly  use  them  caused  them  to  quickly 
become  inoperative  by  corrosion  and  gumming  up 
due  to  the  heat  and  gases  of  the  front  end. 

WALLACE  &  KELLOGG' S  VARIABLE  EXHAUST 
NOZZLE. 

The  automatic  variable  exhaust  nozzle  here  shown 
has  been  in  use  for  several  years,  and  is  claimed  to 
have  overcome  by  its  automatic  action  many  of  the 


FIG.  1. 

Wallace  &  Kellogg's  Automatic  Variable  Exhaust  Nozzle. 

serious  objections  to  former  devices.  The  movable 
wings  are  connected  to  a  rotating  cam,  which  in  turn 
is  connected  to  a  shaft  extending  through  the  smoke- 
box.  To  this  latter  shaft,  by  means  of  a  crank  7  and 
adjustable  rod  2,  connection  is  made  with  the  reverse 
lever  or  lifting  arm  1.  Therefore  the  operating  of 
21 


322  LOCOMOTIVE  APPLIANCES. 

the  nozzle  is  automatically  adjusted  to  correspond 
with  the  amount  of  steam  that  is  being  used  in  the 
cylinders  at  all  times.  When  the  reverse  lever  is 
hooked  up  toward  the  center  of  the  quadrant  the  nozzle 
is  the  smallest.  When  the  lever  is  in  either  forward  or 
"back  extreme  position  of  the  quadrant  the  nozzle  is 
the  largest. 

The  adjustment  of  the  nozzle  may  be  altered  in  a 
moment's  time  by  simply  moving  the  front  end  of  the 
connecting  rod  2  up  or  down  on  the  crank  I,  thereby 
giving  it  correspondingly  less  or  increased  travel,  as 
desired. 

On  account  of  the  frequent  changes  of  the  reverse 
lever  this  nozzle,  it  is  claimed,  cannot  become  gummed 
or  corroded  so  as  to  render  it  inoperative. 

THE  HUFF  AUXILIARY  VARIABLE  EXHAUST. 

The  exhaust  nozzles  of  locomotives  are  made  small 
enough  in  diameter  to  give  sufficient  blast  to  stimulate 
the  fire  and  generate  the  necessary  amount  of  steam 
when  the  valves  are  cutting  off  short  and  the  steam  is 
being  used  expansively;  this  results  in  the  blast  being 
too  strong  at  certain  other  times,  when  the  valves  are 
cutting  off  later,  and  the  terminal  pressure  is  higher; 
this  excess  force  of  blast  is  detrimental  in  two  ways: 
first,  by  increasing  the  back  pressure  in  the  cylinders; 
second,  by  tearing  the  fire  and  causing  excessive  coal 
consumption.  The  Huff  automatic  variable  exhaust 
provides  a  means  by  which  these  objections  are 
overcome. 

In  applying  the  device  to  a  locomotive  the  exhaust 
passages  are  tapped  at  convenient  points  between  the 


LOCOMOTIVE  APPLIANCES. 


323 


cylinders  and  the  smoke-box  and  pipes  led  back 
through  the  saddle;  these  pipes  (which  should  be  at 
least  two  inches  in  diameter  and  larger,  if  possible) 
are  connected  with  a  reservoir  or  drum  located  imme- 
diately back  of  the  saddle,  as  shown  in  Fig.  4;  this 
drum  is  provided  with  a  vent  and  valve,  which  prefer- 
ably should  be  operated  by  a  connection  from  the  lift 
shaft,  so  that  the  vent  opening  will  be  greater  when 
the  reverse  lever  is  at  either  end  of  the  quadrant,  and 


FIG  1. 

Huff  Automatic  Variable  Exhaust. 
(Side  Viow.) 

less  when  the.  reverse  lever  is  in  mid-gear.  The 
escaping  steam  from  the  vent  may  be  piped  to  any 
convenient  discharge  point,  as,  for  instance,  up  the 
back  of  the  stack. * 

The  application  of  the  apparatus  to  a  locomotive, 
and  the  relative  arrangement  of  the  parts,  is  shown  by 
Figs.  1,  2,  3  and  4.  Figs.  1,  2  and  3  show  the  applica- 
tion to  a  locomotive  fitted  with  double  exhaust  nozzles, 

*  The  reader  is  referred  to  the  plate  of  the  "  American  Steam 
Locomotive,"  to  arrive  at  a  clear  understanding  of  the  location  of 
the  ordinary  locomotive  parts  herein  referred  to. 


324 


LOCOMOTIVE  APPLIANCES. 


while  Fig.  4  shows  a  possible  alternative  application 
to  a  locomotive  fitted  with  a  single  exhaust  nozzle;  in 
the  former  case,  however,  two  small  drums  were  used 
instead  of  one  large  drum,  owing  to  the  fact  that  the 
intervening  space  was  already  occupied  by  the  main 
reservoir  of  the  air  brake  system.  The  arrangement 
of  parts  for  the  double  exhaust  locomotive  (Figs.  1,  2 
and  3)  is  as  follows: 

The  openings  in  the  top  of  the  cylinder  saddles, 
marked  e  e,  Fig.  2,  are  the  points  where  the  exhaust 


FIG.  2. 

Huff  Automatic  Variable  Exhaust. 
(Plan  View.) 

base  and  nozzles  are  attached;  c  c  are  the  pipes  which 
are  tapped  into  the  exhaust;  d  is  a  cross-pipe  connect- 
ing the  two;  b  b  are  the  drums;  i  i  are  gate  valves 
inserted  into  the  pipes  c  c  back  of  the  cross-pipe  d.  The 
mechanism  for  operating  the  gate  valves  from  the  lift 
shaft  in  this  case  involves  the  use  of  special  slides 
working  in  guide  bases  which  are  attached  to  the 
frames,  the  slides  being  made  with  inclined  slots 
which  engage  rollers  attached  to  the  vertical  stems  of 
the  gate  valves.  As  the  slides  have  a  horizontal 


LOCOMOTIVE  APPLIANCES. 


325 


motion,  imparted  by  connections  from  the  lift  shaft, 
the  gate  valves  have  their  maximum  opening  when 
the  reverse  lever  is  in  either  extreme  position,  and 
their  minimum  opening  when  the  reverse  lever  is  in 
mid-gear.  The  several  parts  comprised  in  this  mech- 
anism for  working  the  gate  valves  from  the  lift  shaft 
are  shown  in  Fig.  1  and  marked  /,  g,  h,  2,  3,  4,  5,  6, 
An  auxiliary  apparatus  is  also  provided, 


7,  8  and  9. 


FIG.  3. 

Huff  Automatic  Variable  Exhaust. 
(Front  View.) 

by  which  the  gate  valves  may  be  operated  from  the 
cab  independently  of  their  control  by  the  reverse 
lever  when  the  engine  is  cut  back.  The  parts  of  this 
auxiliary  apparatus  are  shown  in  Fig.  3,  and  marked 
11,  12,  13,  14,  15. 

It  has  been  stated  that  the  drum  or  drums  should  be 
fitted  with  a  vent  and  valve  to  control  the  discharge  of 
surplus  steam  to  the  atmosphere;  in  the  particular 


326 


APPLIANCES. 


application  shown  by  Figs.  1,  2  and  3  this  vent  and 
valve  were  located  on  the  lower  side  of  one  of  the 
drums  (which  was  the  only  available  point)  and  the 
valve  was  adjustable  by  hand  only;  the  lift  shaft  con- 
nection was,  therefore,  made  with  the  gate  valves  i  i 
instead. 


loc 


rsE 


FIG.  4. 

Huff  Automatic  Variable  Exhaust. 
(View  from  Under  Side  of  Locomotive.) 

Service  trials  of  the  Huff  variable  auxiliary  exhaust 
on  a  double  exhaust  locomotive  have  shown  a  coal 
saving  of  about  sixteen  per  cent,  on  the  ton  mile  basis. 
It  is  probable  that  this  result  was  attributable  to  two 
influences:  first,  a  portion  of  each  exhaust  was 
by-passed  around  to  the  other  side  and  discharged 
into  the  stack  through  the  nozzle  which  was  not  in 
action  at  that  time,  thus  both  relieving  the  back 
pressure  and  making  the  exhaust  into  the  stack  more 
regular  and  uniform  than  it  otherwise  would  have 
been;  second,  by  venting  to  the  atmosphere  through 
the  vent  on  the  under  side  of  the  drum  any  excess  of 


LOCOMOTIVE  APPLIANCES.  327 

steam  over  and  above  what  was  necessary  to  develop 
sufficient  blast  under  the  particular  circumstances 
and  conditions  then  existing. 

THE  WALLACE  &  KELLOGG  AIR-PUMP  EXHAUST 
FEED-WATER  HEATER  AND  CYLINDER  LUBRI- 
CATOR. 

The  construction  of  this  appliance  is  as  follows: 
A  three-way  cock  is  used  in  connection  with  exhaust 
port  of  air  pump.  It  is  placed  near  the  air  pump. 
Attached  to  this  cock  is  a  lever  that  extends 
into  the  cab  and  is  operated  by  the  engineer.  Also 
two  exhaust  pipes  are  connected  to  this  cock,  one 
extending  over  cab  and  exhausting  directly  into  the 
feed  water  in  the  tender,  the  other  pipe  extending  to 
the  smoke  box  and  live  steam  ports  or  steam  chests. 
The  branch  pipes  to  the  steam  ports  are  provided  with 
check  valves.  A  check  valve  is  also  placed  in  the 
pipe  leading  to  the  smoke  box. 

The  three-way  valve  is  for  the  purpose  of  conduct- 
ing exhaust  steam  into  the  feed  water  or  otherwise  at 
the  will  of  the  engineer.  When  opened  in  opposite 
direction,  and  the  engine  is  working  steam,  the 
exhaust  is  conducted  to  the  stack,  but  when  the 
engine  is  shut  off,  the  exhaust  is  admitted  to  the  two 
steam  chests  and  cylinders  by  the  automatic  opening 
of  the  checks  in  the  two  branch  pipes.  The  check  in 
the  pipe  leading  to  the  stack  prevents  smoke  and 
cinders  from  being  drawn  into  the  cylinders  when  the 
engine  is  drifting. 

The  live  steam  ports  are  provided  with  automatic 
drip  valves  situated  at  the  lowest  point  in  cylinder 


328 


LOCOMOTIVE  APPLIANCES. 


saddles  for  the  purpose 
of  draining  condensa- 
tion when  the  engine 
is  at  rest. 

The  small  sectional 

cuts  shown  above  the 

|    locomotive    tender    in 

the  accompanying  en- 

|    graving  clearly  illus- 

|    trate  the  details  of  the 

|    check    valves,    drip 

S    valves,  etc.,  and  their 

«    location. 

Among  the  many 
E  advantages  claimed 
I  for  this  device  are  the 

following: 

I        It  is  noiseless.  This 
|    avoids  the  frightening 
I    of  teams  or  the  annoy- 
a    ance     to     passengers 
I    around   stations.       It 
•jl    does  not  create  a  draft 
^    on  the  fire  when  the 
g    engine  is  at   rest,  as 
does  the  old  method. 
This  advantage  re- 
sults in  the  saving  of 
fuel.    It  acts  as  a  lubri- 
cator to  the  valves  and 
cylinders  when  the  en- 
gine is    not    working 
steam.      The  exhaust 


LOCOMOTIVE  APPLIANCES.  329 

steam  from  air  pump  circulates  through  the  steam 
chests  and  cylinders,  keeping  them  at  a  uniform 
temperature,  not  allowing  them  to  chill  in  cold 
weather  when  engine  is  at  rest,  or  overheating  or 
cutting  of  cylinders  while  drifting  down  grade 
due  to  the  friction  of  the  piston  traveling  to  and 
fro.  The  relief  valves  on  the  steam  chests  can  be 
dispensed  with,  as  the  air  pump  exhausting  into 
same  performs  their  functions  to  a  large  degree. 
There  is  a  large  saving  of  fuel  effected  by  the  heating 
feed  water  to  as  high  a  temperature  as  injectors  will 
work.  This  also  makes  a  better  steaming  engine. 
It  also  reduces  wear  on  valves,  valve  seats,  cylinders, 
etc.,  to  a  minimum  by  perfect  lubrication.  It  is 
beneficial  to  the  working  of  the  air  pump,  as  there  is  a 
partial  vacuum  formed  in  the  exhaust  pipe  from  the 
pump  to  the  live  steam  ports  when  the  engine  is 
drifting  shut  off,  as  on  heavy  grades  when  the  air 
pump  is  working  the  hardest.  The  water  in  the  tank 
being  warmer  than  the  atmosphere,  the  tank  never 
sweats,  thus  preserving  the  life  of  the  paint  on  the 
tank  and  keeping  it  bright  and  fresh.  The  device  is 
simple,  cheap  in  its  construction  and  is  claimed  to 
effect  a  saving  of  fifty  per  cent,  in  cylinder  oil  and 
two  per  cent,  in  fuel. 


BOILER  CLEANERS. 

It  has  been  said  that  the  saving  to  be  effected  in  power 
generations  to-day  consists  more  in  the  overcoming  of 
simple  practical  difficulties  in  the  use  of  that  which 
we  already  have  than  in  any  revolutionary  invention. 
The  man  who  could  supply  a  simple,  inexpensive 
means  of  furnishing  steam  boilers  with  pure  water, 
which,  when  evaporated,  would  leave  nothing  behind 
it,  would  do  more  to  decrease  the  average  cost  of  power 
production  than  the  man  who  develops  the  compound 
engine.  Such  a  process  would  have  to  be  so  cheap  in 
first  cost  as  to  warrant  its  use  in  comparatively  small 
plants,  and  so  simple  as  to  require  attendance  of  no 
higher  order  than  that  found  about  the  ordinary 
boiler  plant. 

THE  MCINTOSH  PNEUMATIC  BLOW-OFF  COCK. 

It  is  now  generally  conceded  that  when  the  water 
used  for  locomotives  is  bad  and  cannot  be  purified 
before  entering  the  boiler  the  best  way  to  dispose  of 
the  impurities  is  to  keep  them  loosened  up  with  soda- 
ash  or  some  other  kind  of  boiler  purge,  and  remove 
them  by  washing  out  or  blowing  off  the  water  from  the 
boiler  before  they  have  opportunity  to  incrust  upon  the 
flues  or  sheets. 

The  frequent  washing  out  of  boilers  has  two  disad- 
vantages: first,  it  consumes  considerable  time,  which 
may  seriously  interfere  with  transportation  in  busy 
times;  and,  second,  bad  results  follow  the  frequent 

(330) 


LOCOMOTIVE  APPLIANCES. 


331 


cooling  down  and  reheating  of  boilers,  causing  undue 
expansion  and  contraction,  with  the  accompanying 
cracking  of  sheets  and  leaking  of  flues. 

The  more  frequent  and  thoroughly  the  water  in  a 
boiler  is  blown  out,  the  longer  can  be  the  interval 
between  washings-out.  To  accomplish  this,  it  is 
desirable  to  have  several  cocks  easy  of  manipulation 
in  the  lowest  parts  of  the  boiler  for  getting  rid  of  the 
heavier  impurities,  and 
a  surface  cock  for  re- 
moving from  the  sur- 
face of  the  water  any 
light  animal  or  vege- 
table matter  that  would 
tend  to  cause  foaming  or 
the  water  raising  in  the 
boiler.  To  accomplish 
this  many  styles  of  blow- 
off  cocks  have  been  used. 
One  device,  quite  gen- 
eral in  its  use,  is  the 
Mclntosh  pneumatic 
blow-off  cock. 

Fig.  1  shows  a  side 
and  sectional  view  of 
this  cock,  which  will  be  seen  to  consist  of  two  check 
valves  (A  within  the  shell  of  the  boiler  and  D  without), 
and  a  piston  operated  upon  by  air  and  released  by  a 
spring.  Fig.  2  gives  a  view  of  the  boiler  head  in  the 
cab  of  a  locomotive,  indicating  the  air  piping  and  oper- 
ating valves,  with  large  detail  of  the  latter.  When  air 
or  steam  (preferably  air)  from  a  small  valve  in  the  cab 
(see  Fig.  2)  is  admitted  to  the  outward  or  top  side  of  the 


FIG.  1. 
Mclntosh  Pneumatic  Blow-Off  Cock. 

(Sectional  View.) 


332 


LOCOMOTIVE  APPLIANCES. 


piston,  as  it  appears  in  the  engraving,  Fig.  1,  it  acts 
against  the' piston,  which  shoves  both  check  valves 
open  and  holds  them  open  against  the  pressure  in  the 


FIG.  2. 
Cab  Operating  Valve  Arrangement,  Mclntosh  Blow-Off  Cock. 

boiler,  on  account  of  the  area  of  the  piston  being  the 
greater.  When  the  air  is  exhausted  from  the  piston 
the  boiler  pressure,  aided  by  the  spring,  causes  the 


LOCOMOTIVE  APPLIANCES.  333 

piston  to  assume  its  normal  position  as  shown  in  the 
engraving. 

Each  blow-off  cock  has  a  discharge  pipe  leading 
either  to  the  side  of  the  locomotive  or  toward  the  back, 
in  order  to  blow  the  impurities  away  from  the  machin- 
ery and  boiler  itself. 

Should  there  be  no  air  pressure  on  hand  with  which 
to  operate  the  pneumatic  cocks  on  an  engine,  the  cock 
may  be  opened  by  screwing  down  (or  in)  on  the  outer 
handle  C,  which  acts  the  same  as  the  pressure  on  the 
piston,  namely,  forces  the  valves  in  and  opens  them. 
On  the  contrary,  although  both  the  check  valves 
require  to  be  held  open  before  any  discharge  or  leak- 
age can  occur,  should  dirt  or  grit  get  into  the  cylinder 
portion  in  which  the  piston  works,  or  should  no  oiling 
be  given  the  piston  for  a  long  time,  the  latter  might 
stick  in  open  position,  in  which  case  the  handle  of  the 
screw  should  be  turned  back,  thereby  permitting  the 
check  valves  to  reseat  themselves. 

Should  scale  hold  either  or  both  check  valves  from 
their  seats,  it  is  generally  advisable  to  open  the  valves 
wide  several  times  and  let  them  close  suddenly.  This 
will  usually  crush  the  hardest  scale. 

When  locomotives  are  supplied,  as  shown  in  Fig.  3, 
with  both  surface  and  lower  blow-off  cocks,  it  is  con- 
sidered the  best  practice  to  use  the  surface  cock  A 
when  the  locomotive  is  working  hard  and  the  water  is 
in  a  state  of  violent  ebullition,  carrying  the  impurities 
to  the  surface.  At  terminals,  and  if  the  boiler  is  foul 
occasionally  on  the  road  after  steam  has  been  shut  off 
long  enough  for  the  sediment  to  settle,  the  lower  blow- 
off  cocks  should  be  opened  while  both  injectors  are 
working  and  two  or  three  gauges  of  water  blown  out. 


334 


LOCOMOTIVE  APPLIANCES. 


While  there  is  no  packing  of  any  kind  about  this 
cock,  to  keep  it  in  perfect  order  the  cap  of  the  air  cylin- 
der should  be  removed  about  once  a  month  and  the 


Jl 


cylinder  wiped  out  and  oiled.  By  leaving  a  plug  in 
some  convenient  tee  of  the  air  pipe  in  the  cab  oil  may 
be  injected  therein  more  often  if  desirable. 


LOCOMOTIVE  APPLIANCES.  335 

Fig.  2  shows  a  convenient  cab  arrangement  for 
three  blow-off  cocks  on  a  locomotive.  As  shown,  the 
air  is  taken  from  the  main  reservoir  connection  of  the 
engineer's  brake  valve,  and  each  operating  valve 
consists  of  a  one-half  inch  air  stop  cock  with  a  small 
hole  drilled  through  one  side  to  form  a  three-way  cock 
for  exhausting  the  air  from  the  cylinder  of  the  blow- 
off  cock  after  the  cab  operating  valve  is  closed. 

Should  it  require  considerable  supply  of  air  to 
operate  any  one  of  the  blow-off  cocks,  it  will  be  found 
that  there  is  a  leak  in  the  air  pipe  between  the  cab 
operating  valve  and  the  blow-off  cock,  or  a  bad  leak 
by  the  packing  ring  of  the  latter.  Its  correction  is 
obvious. 

A  boiler  equipped  as  shown  in  Fig.  3  may  be  kept 
clean  by  frequently  blowing  out;  it  will  develop  fewer 
cracked  firebox  sheets  and  leaky  flues,  and  will 
require  washing  out  less  often.  The  engine  will  work 
dryer  steam  and  carry  less  scale  and  dirt  through  the 
valves  and  cylinders,  thus  requiring  less  cylinder  oil 
and  producing  less  wear  to  the  valve  motion;  it  will 
use  less  water,  make  more  ton-miles  than  a  locomotive 
not  so  equipped,  and  the  loss  of  water  and  heat 
occasioned  by  blowing  out  will  be  compensated  for 
several  times  over. 

THE  HORNISH  MECHANICAL  BOILER  CLEANER. 

This  cleaner  is  in  two  parts,  all  inside  the  boiler, 
except  the  air  valve  and  the  blow-off  pipe  and  cocks. 
One  part  is  in  the  forward  end  of  the  boiler  and  reaches 
from  side  to  side,  using  the  front  head  as  a  back  to 
which  it  is  riveted.  It  extends  under  the  dry  pipe*, 

*  Soe  part  numbered  191,  plate  "The  American  Steam  Locomo- 
tive, "  in  "  The  Science  of  Railways.  " 


336 


LOCOMOTIVE  APPLIANCES. 


and  is  also  riveted  to  the  sides  of  the  boiler,  as  shown 
in  Figs.  1  and  2. 
The  space  between  the  flues  and  the  dry  pipe  is  used 


for  the  skimmer,  see  Fig.  2.  It  makes  a  perfect  sur- 
face skimmer  the  full  width  of  the  boiler,  and,  at  the 
same  time,  forms  a  basin  holding  from  twenty  to 


LOCOMOTIVE  APPLIANCES.  337 

thirty  gallons.  This  makes  a  large  storage  capacity 
in  which  to  collect  and  settle  all  the  impurities  that  the 
skimmer  takes  from  the  surface.  The  basin  holds  the 
skimmings  and  settlings  which  can  be  blown  off  at  the 
will  of  the  engineer.  The  impurities  are  carried  to 
the  skimmer  by  the  natural  circulation  in  the  boiler. 
The  fluctuations  of  the  water  line  do  not  affect  the 
proper  working  of  this  device. 

Within  the  skimmer  is  an  arrangement  for  blowing 
off  what  solid  matter  it  catches,  thus  practically  pre- 
venting any  waste  of  water  when  the  skimmer  is 
blown  off,  and  between  these  times  it  is  claimed  that 
there  is  a  continuous  automatic  drawing  off. 

The  other  part  is  in  the  leg  of  the  boiler,  as  shown  in 
Fig.  1,  and  cannot  be  put  in  except  when  the  boiler  is 
first  built,  or  when  a  new  fire  box  is  put  in.  It  is  the 
same  kind  of  a  device  that  empties  the  skimmer  as 
just  described.  It  sits  on  top  of  the  mud  ring,  the 
"suckers,"  which  are  raised  one  inch  above  the  mud 
ring  by  legs  on  the  draw-off  head,  facing  down.  The 
openings  of  all  the  suckers  are  the  same  size,  but  their 
small  ends  vary  in  size.  If  they  were  all  the  same 
size,  the  openings  nearest  the  center  would  pass  all  the 
sediment,  and  those  further  along  the  head  would  not 
pass  their  share.  (This  is  due  to  the  fact  that  all 
liquids  under  pressure  will  seek  the  nearest  outlet 
first.)  To  overcome  this,  the  small  end  of  the  sucker 
nearest  the  opening  in  the  center  of  the  draw-off  head 
is  made  the  smallest,  and  the  size  of  the  others 
increases  with  the  distance  from  the  center.  The 
matter  surrounding  this  is  always  water  soaked,  and 
is  a  soft  slush,  which  is  easily  removed  by  the  pressure 
in  the  boiler. 

22 


338  LOCOMOTIVE  APPLIANCES. 

As  the  impurities  are  over  and  around  the  draw-off 
head  in  front  of  the  water  and  steam,  the  pressure  in 
the  boiler  pushes  them  out  through  the  suckers  into 
the  blow-off  pipe  before  any  water  or  steam  can  pass 
through.  There  is  no  waste  of  water,  as  the  blowing  off 
is  stopped  as  soon  as  the  water  shows  clear.  This  is 
what  reduces  the  waste  of  water  to  a  minimum.  The 
draw-off  head  here  shown  is  a  great  improvement  over 
the  old  head  formerly  used;  even  if  they  should  stop 
up  from  neglect,  they  can  be  cleaned  from. the  outside 


FIG.  2. 

Hornish  Mechanical  Boiler  Cleaner. 
(Sectional  View  Through  Front  of  Boiler. 

by  forcing  water  through  them.  They  cannot  scale 
up,  since  there  is  no  heat  next  to  them  from  the  fire 
box.  Each  part  of  the  cleaner  is  a  companion  to  the 
other,  and  what  one  leaves  undone  the  other  does. 
The  two  must  be  used  together  to  obtain  perfect 
results. 

When  the  water  is  boiling  the  impurities  come  to  the 
surface  in  a  boiler  the  same  as  in  an  open  vessel.  The 
proper  circulation  in  a  locomotive  boiler  is  down  to  the 
belly  of  the  boiler  after  water  leaves  the  check,  then 


LOCOMOTIVE  APPLIANCES. 


339 


down  the  forward  leg  along  the  side  and  up  the  back 
leg  over  the  crown  sheet,  and  forward  over  the  top  of 
the  flues,  striking  the  front  head  of  the  boiler,  from 
which  point  it  starts  to  repeat  the  same  course  over 
again.  It  is  here  at  the  front  end  of  the  boiler  and  at 
the  surface  that  the  skimmer  intercepts  the  impurities, 
settling  and  removing  them  before  they  have  time  to 
touch  the  hot  flues  or  hot  sheets.  This  not  only 
prevents  foaming,  but  leaves  nothing  in  the  boiler  to 
make  scale  and  lessens 
the  accumulation  in  the 
leg  of  the  boiler. 

Nothing  but  water 
will  make  steam,  so  keep 
grease  and  compounds 
out  of  the  boiler.  Heat 
is  the  best  agency 
known  for  separating 
solid  matter  from  water. 
A  boiler  is  the  best  con- 
trivance yet  devised  by 
man  for  heating  water; 
as  most  of  thesolid  matter 
contained  in  the  feed  water  comes  to  the  surface  when 
steam  is  up,  that  is  the  best  place  to  remove  it.  It  is 
claimed  that  the  surface  skimmer  does  this  before  it 
starts  to  make  the  second  round  with  the  circulation, 
and  what  little  is  left  goes  to  the  leg  of  the  boiler  and 
is  removed  by  the  mud  ring  device;  this  prevents 
foaming,  reduces  the  number  of  washings  out,  pre- 
vents incrustation  and  corrosion,  and  is  claimed  to 
have  been  found  more  practical  than  purifying  the 
water  before  entering  the'boiler. 


FIG.  3. 

Hornish  Mechanical  Boiler  Cleaner. 
(Section  Through  Mud  Ring.) 


340  LOCOMOTIVE  APPLIANCES. 

It  is  the  soft  matter  in  the  boiler  that  is  dangerous; 
'ae  removing  of  that  part  removes  the  danger. 

This  device  does  not  interfere  in  the  least  in  clean- 
ing out  the  old  way,  or  in  the  use  of  compounds.  If 
scale  should  form  from  neglecting  to  use  the  cleaner, 
or  any  other  cause,  compounds  can  be  used,  and  what 
they  dissolve  and  throw  down  the  cleaner  will  remove 
at  the  surface  and  at  the  leg.  As  both  cleaners  are 
blown  off  before  entering  the  round  house,  there  is 
little  or  nothing  left  in  the  water,  and  what  there  is  it 
catches  while  the  engine  is  idle,  to  be  blown  out  again 
as  soon  as  it  leaves  the  roundhouse.  This  makes  a 
clean  boiler  at  all  times. 

If  boilers  are  allowed  to  become  cold  before  remov- 
ing the  water,  very  little  scale  will  form  on  the  flues 
and  sheets.  It  is  removing  the  water  for  washing  out 
while  hot,  to  save  time,  that  causes  them  to  scale  so 
fast  and  also  makes  them  leak. 

As  foaming  is  eliminated,  no  solid  matter  goes  over 
with  the  steam  to  cut  the  valves,  valve  seats,  valve 
stems  or  packing.  The  cylinders,  too,  are  kept 
smooth,  and  when  free  from  grit  their  wearing  surface 
soon  acquires  a  gloss  that  insures  easy  working  and 
long  wear,  together  with  a  minimum  use  of  oil.  This 
is  of  great  value  for  balanced  valves,  which  are  now 
coming  into  use  with  high  pressure. 

It  is  the  effective  heating  surface  that  counts,  and 
not  the  large  amount.  The  more  rapid  the  circulation 
is  the  more  times  it  will  pass  over  the  heated  surface  in 
a  given  time,  and  a  smaller  heating  surface  with  a 
rapid  circulation  is  better  than  a  larger  heating  sur- 
face with  a  more  sluggish  movement  of  the  water. 
The  thinner  the  liquid  is  the  more  rapidly  it  will  circu- 


LOCOMOTIVE  APPLIANCES.  341 

late,  and  as  it  becomes  thicker  its  movements  will 
become  slower.  It  is  the  impurities  left  in  the  boiler 
instead  of  being  removed  that  causes  the  water  to 
thus  thicken. 

Directions  for  its  use  upon  locomotives. — Use  surface 
blow-off  after  leaving  and  before  entering  roundhouse 
at  each  end  of  the  division,  also  once  or  twice  between 
terminals  on  each  trip,  blowing  from  one  to  one  and  a 
half  minute  each  time.  The  best  time  to  blow  off  the 
surface  cleaner  is  when  the  engine  is  doing  the  hardest 
work.  Should  boiler  foam  from  any  cause,  use  sur- 
face blow-off  for  instant  relief.  The  mud  ring  device 
is  used  only  at  each  end  of  terminals,  just  before  and 
after  leaving  the  roundhouse. 

CLIMAX  BLOW-OFF  COCK. 

To  Open  the  Blow-Off  Cock. — When  a  three-way 
cock  in  the  cab  is  turned,  air  or  steam  (the  former  is 
more  desirable,  especially  in  cold  climates)  is  admitted 
through  a  pipe  at  port  C  to  the  upper  side  of  piston  P. 
As  the  upper  side  of  piston  P  is  more  than  twice  as 
large  as  the  bottom  end  of  valve  V,  which  is  exposed 
to  boiler  pressure  of  chamber  G,  piston  P  and  its 
valve  V  will  be  moved  down  by  a  pressure  of  air 
somewhat  less  than  half  what  is  in  the  boiler  at  the 
time.  When  this  movement  has  taken  place  it  will 
be  seen  that  water  in  the  enlarged  cavity  G  can  pass 
through  the  ports  D-D  up  through  the  inside  of  valve 
V,  out  the  ports  E-E  into  the  annular  opening  F 
leading  to  the  atmosphere  at  B. 

To  Close  the  Blmo-Ojf  Cock.— Turn  the  three-way 
cock  in  the  cab  to  its  original  position,  which  exhausts 


342 


LOCOMOTIVE  APPLIANCES. 


all  pressure  from  C  and  the  top  of  piston  F.  The 
boiler  pressure  from  A  now  acts  against  the  bottom  of 
valve  V  and  forces  valve  and  its  piston  up  to  position 
shown  in  cut,  and  the  valve  makes  a  joint  at  W-W, 
thereby  preventing  any  further  wastage  af  water. 
Scale  or  dirt  caught  in  the  ports  D-D  or  E-E  would  be 
sheared  off  when  the  valve  closes,  and  scale  on  seat 


CAPK 


A — Connection  to  Boiler. 
B— Blow-Off  to  Atmosphere. 
C — Air  or  Steam  Connection. 
D-D— Intake  Ports  of  Valve  V. 
E-E— Outlet  Ports  of  Valve  V. 
F-F— Annular   Opening   to   Blow-Off 

at  B. 
G — Annular  Opening  to  Intake  Ports 

D. 

H-H—Veni  Ports  of  Spring  Chamber. 
P-P— Piston. 
K — Cap  for  removing   Piston,  Spring 

and  Valve. 
S. — Spring. 

V — Valve  and  Piston  P,  combined. 
W-W— Valve  Seat  when  closed. 


CONNECTION  TO  BOILER 

Climax  Blow-Off  Cock. 


W-W  ordinarily  crushed.  If  the  valve  fails  to  close 
tight,  open  and  close  it  quickly  a  few  times  until  it 
forms  a  tight  seat  at  W-W. 

The  spring  .S  is  for  the  purpose  of  preventing  the 
valve  opening  from  any  vacuum  formed  when  the 
boiler  is  cooling  down.  Hence,  if  the  valve  leaks  at 
such  time,  cap  K  should  be  removed  and  this  spring 
examined. 


LOCOMOTIVE  APPLIANCES. 


343 


THE     "LITTLE     GIANT"     PNEUMATIC     BLOW-OFF 

COCK. 

The  accompanying  engraving  shows  clearly  by 
arrows  the  flow  of  pressures  and  fluids  when  this 
blow-off  valve  is  in  operation.  Air  pressure  has 
entered  the  air  cylinder  and  forced  the  piston,  with  its 
attached  valve  inside  the  boiler,  to  the  right,  allowing 
the  water  and  the  sediment  in  the  boiler  to  escape. 


Little  Giant  Blow-Off  Cock. 

When  the  air  pressure  is  withdrawn  the  spring  behind 
the  air  piston  returns  it  and  the  boiler  pressure  against 
the  valve  assists  in  the  return  to  its  seat.  Should 
some  scale  or  other  substance  remain  beneath  the 
valve  B,  by  screwing  in  on  the  hand  wheel,  valve  A 
may  be  forced  to  a  seat,  thus  rendering  this  valve 
remarkably  safe  against  failure  to  close. 


344  LOCOMOTIVE  APPLIANCES. 

THE  JOHNSTONE  BLOW-OFF  VALVE. 

This  is  a  form  of  gate  valve  operated  by  a  suitable 
lever  at  the  will  of  the  engineer.  These  valves  have 
been  largely  used  on  locomotives,  and  are  much 
superior  to  an  ordinary  globe  valve  for  this  purpose, 
as  particles  of  scale  will  not  prevent  their  proper 
closing. 


Johnstone  BloW-Off  Valve. 


The  sliding  valve  is  attached  to  the  stem  by  means 
of  a  stirrup,  shown  just  under  the  valve,  and  which 
loosely  encloses  it,  and  thus  permits  it  to  freely  adjust 


LOCOMOTIVE  APPLIANCES. 


345 


itself  to  the  seat  it  forms  at  the  side  opposite  the  attach- 
ment to  the  boiler. 

By  a  lever  connected  to  the  stem  the  valve  can  be 
raised  entirely  from  its  seat,  so  that  there  is  a  full 
straight-way  opening  through  the  valve  body.  The 
sliding  of  the  valve  under  pressure  maintains  its  sur- 
face and  its  seat  in  close  contact,  and  if  any  scale  or 
other  foreign  matter  tending  to  impair  such  contact 
intervenes,  it  is  destroyed  or  displaced  by  the  attrition 
of  the  parts  when  so  operated. 

THE  HOMESTEAD  BLOW-OFF  VALVE. 

This  valve  serves  a  purpose  similar  to  that  last 
described.     A  long  wrench  extending  up  through  the 
running  board  or  deck 
permits  its  use  while 
the    locomotive    is  in 
motion. 

While  the  cut  nere 
shown  gives  an  exte- 
rior view,  its  internal 
arrangement  is  identi- 
cal with  that  of  the 
"Homestead  Straight- 
Way  Valve,"  shown 
elsewhere.  One- 
quarter  turn  opens  the 
valve  wide,  and  the  re- 
verse movement  not  Homestead  Blow-Off  Valve. 

only  closes  the  valve,  but  locks  it  tightly  upon  its 
seat,  thereby  preventing  all  leakage. 


AUTOMATIC  AIR  AND  STEAM  COUPLER. 

The  illustrations  here  given  show  a  device  that 
automatically  couples  and  uncouples  the  air  brake 
pipes  on  freight  trains,  and  the  air  signal  and  steam 
heating  pipes  as  well  on  passenger  trains.  This 
device  has  been  in  successful  operation  on  a  number 
of  passenger  and  freight  trains.  Figs.  1  and  2  show 
a  plan  and  a  side  view  of  the  device. 


FIG.  1. 

Automatic  Air  and  Steam  Coupler. 

The  construction,  manner  of  attaching  and 
operation  of  this  device  may  be  described  as  follows: 
The  apparatus  is  interchangeable,  there  being  no 
rights  and  lefts.  The  coupling  head  consists  of  a 
casting  with  openings  on  its  face  to  "receive  the  regis- 
tering gaskets,  and  a  coupling  spring  riveted  thereto, 
as  shown  on  the  plan  view  (Fig.  1).  On  the  elevation 

(346) 


LOCOMOTIVE  APPLIANCES. 


347 


view  (Fig.  2)  is  shown  a  cast-steel  bracket  riveted  to 
the  under  side  of  the  drawbar,  to  which  a  slotted 
hanger,  in  which  the  coupling  spring  rests,  and  a 
chain  arm  to  support  the  coupling  head,  are  bolted. 

The  gaskets  are  so  placed  in  the  head  that  neither 
is  touched  by  the  opposite  one  until  the  coupling  is 
made.  This  protection  is  effected  by  a  tongue  and 
groove,  on  which  tongue  the  face  rides  until  the  gas- 
kets are  in  position  to  register,  when  the  tongue  drops 
into  the  groove. 


L J—1-- 


Elevation 


FIG.  2. 
Automatic  Air  and  Steam  Coupler. 

The  outer  end  of  the  coupling  head,  having  "V" 
and  wedge-shape  guides,  is  directed  both  vertically 
and  horizontally  by  the  outwardly  bent  spring  on 
the  opposing  members.  This  coupling  spring  per- 
forms the  double  function  of  guide  and  clamp  to  hold 
the  head  firmly  together  when  coupbd. 

As  will  be  seen  on  the  elevation  views,  the  heads 
are  tapped  to  receive  the  air  pipes,  to  which  connection 
is  made  to  the  train'and  signal  pipes  by  a  short  hose. 

The  steam  attachment  is  so  arranged  that  it  can 


UNIVE 
s.  P. 


348  LOCOMOTIVE  APPLIANCES. 

be  readily  removed  or  attached  without  affecting  the 
air  connections.  An  automatic  drip  at  the  lowest 
point  of  the  steam  attachment  provides  for  all  conden- 
sation. 

As  will  be  seen  on  the  plan  views,  the  slotted  hanger 
is  provided  with  a  spring  buffer  which  positively 
insures  the  air  coupling  under  all  conditions  where 
the  car  couplers  will  operate,  and  which  maintains 
the  coupling  point  of  the  air  coupler  in  advance  of  the 
car  coupling.  The  spring  resting  in  this  slotted 
hanger,  the  head  being  suspended  by  the  chain,  and 
the  flexibility  of  the  short  hose  permit  the  free  move- 
ments required  by  the  variations  in  the  heights  of 
cars,  as  well  as  the  movements  on  curves,  and  also 
permit  the  free  coupling  in  all  such  cases. 

An  interchange  is  provided  in  such  a  way  that 
coupling  may  be  effected  with  the  ordinary  hand 
hose  coupler. 

The  coupling  and  uncoupling  takes  place  automat- 
ically and  simultaneously,  as  well  as  with  the  same 
degree  of  certainty,  as  does  the  car  coupling. 


THE  LINSTROM  SYPHON  PIPE. 

This  is  a  decided  improvement  over  the  old  form  of 
tank  valve  which  too  frequently  becomes  disconnected 
from  the  spindle,  requiring  the  draining  of  the  tank 
and  reconnecting. 


FIG.  1. 
Linstrom  Non-Freezing  Syphon  Pipe. 

The  syphon  is  said  to  be  more  easily  and  cheaply 
applied  than  the  ordinary  tank  valve  and  hose 
strainer,  with  which  it  does  away.  With  this  device 

(349) 


350  LOCOMOTIVE  APPLIANCES. 

there  can  be  no  flooding  of  the  gangway  by  the  leak- 
age of  the  tank  valve  which  is,  of  course,  dangerous 
in  cold  weather. 

As  soon  as  the  injector  is  started  the  priming  fills 
the  syphon,  which  remains  full.  It  is  impossible  for 
the  hose  to  freeze,  for  by  simply  permitting  the  injector 
to  blow  steam  back  into  the  tender  the  hose  and  feed 
pipe  are  immediately  emptied  of  water,  leaving 
nothing  in  the  exposed  pipe  or  hose  to  freeze. 

To  clean  any  sediment  from  the  tank,  remove  the 
small  plug  in  the  bowl  shown  below  the  strainer.  To 
disconnect  the  tank  hose  when  there  is  no'  steam  to 
blow  the  water  out  of  feed  pipe,  open  the  small  pet 
cock  shown  at  the  top  (or  return  bend),  thereby 
admitting  air  and  breaking  the  action  of  the  syphon. 
This  air  cock  should  be  closed  at  all  times  when 
working  the  syphon. 

This  device  also  permits  the  use  of  a  large  strainer 
with  small  openings. 


LOCOMOTIVE  FEED-WATER  STRAINERS. 

THE  SELLERS'   STRAINER. 

The  Sellers'  strainer,  herewith  illustrated,  from 
long  continued  service  has  shown  many  special 
advantages  to  recommend  it. 

The  strainer  has  standard  pipe  and  hose  connec- 
tions, and  is  coupled  directly  to  the  end  of  the  injector 
suction  pipe.  It  occupies  but  little  more  space  than 
the  ordinary  hose  nut  and  cone  strainer,  and  can  be 
usually  applied  without  alteration  of  the  length  of 


FIG.  1. 

View  of  Strainer  from  Under  Side  Showing  Straining  Plate 
Partially  Removed.  , 

the  hose  or  of  the  pipe.  The  metal  straining  plate 
is  of  large  area,  and  is  provided  with  holes  so  small 
that  fine  particles,  which  pass  through  the  ordinary 
strainer,  are  excluded  from  the  injector;  the  dirt  trap 
is  large  and  admits  of  a  considerable  accumulation 
before  cleaning  is  required;  among  other  advantages 
claimed  are  the  certainty  of  a  continuous  and  plenti- 
ful supply  of  water  to  the  injector,  less  wear  of  the 

(351) 


352 


LOCOMOTIVE  APPLIANCES. 


injector,  combining  and  delivery  tubes,  a  considerable 
saving  of  time  over  the  ordinary  method  in  removing 
and  cleaning  the  strainer,  and  a  convenient  and 
mechanical  arrangement  of  all  the  parts. 

This  strainer  can  be  cleaned  in  a  few  minutes 
without  breaking  the  pipe  or  hose  joints.  Fig.  1 
gives  a  view  from  the  under  side,  with  the  nuts 
slackened,  the  T-head  bolt  swung  upward,  the  cap 


FIG.  2. 
Position  of  Strainer  on  Locomotive. 


rotated  on  the  fixed  stud  clear  of  the  opening,  and 
the  straining  plate  partially  removed.  The  ends  of 
both  bolts  are  provided  with  split  pins  to  prevent  the 
complete  removal  or  accidental  loss  of  the  attaching 
nuts  and  washers.  All  other  parts  are  made  of  strong 
brass,  the  straineV  plate  being  of  copper.  An  arrow 
on  the  side  of  the  strainer  body  indicates  the  direction 


LOCOMOTIVE  APPLIANCES. 


353 


of  the  flow  of  water.  This  strainer  may  be  used 
without  change  on  either  the  right  or  the  left  side, 
and  is  adapted  for  use  with  any  style  of  injector,  and 
gives  ample  capacity  for  any  size  up  to  and  includ- 
ing No.  12. 

HEATH  FEED-WATER   STRAINER. 

Fig.  3  illustrates  another  convenient  form  of  hose 
strainer.  The  strainer  itself  is  of  such  shape  and 
size  as  to  permit  of  a  large  number  of  small  perfora- 
tions, giving  ample  opening  and  still  excluding 
much  dirt  from  the  injector.  The  large  drain  cup 
below  the  strainer  forms  a  pocket  to  catch  cinders 
and  sediment  from  the  tank,  which  can  be  readily  and 
quickly  discharged  by  removing  the  plug  at  the  bot- 
tom. 


FIG.  3. 
Heath  Feed-Water  Strainer. 


H-D  LOCOMOTIVE   STRAINER. 

The  H-D  locomotive  strainer  is  an  improved  form 
of  hose  strainer  giving  full  area,  and  can  be  used  for 
either  the  right  or  left  hand  side  of  the  locomotive. 
The  screen  is  circular  in  form  and  rigidly  attached  to 


23 


354 


LOCOMOTIVE  APPLIANCES. 


the  cap  or  bonnet,  which  forms  a  receptacle  for  all 
dirt  and  sediment.  By  removing  the  cap  or  bonnet 
the  dirt  or  sediment  is  removed  with  the  screen,  which 
can  easily  be  cleaned. 


FIG.  4. 

The  H-D  Locomotive  Strainer. 

THE  HANCOCK  LOCOMOTIVE  HOSE  STRAINER. 

The  hose  strainer  illustrated  by  Fig.  5  consists  of 
a  perforated  copper  plate  in  a  metal  frame  which  fits 
into  slides  in  the  body.  The  perforated  copper  plate 


FIG.  5. 
Hancock  Hose  Strainer. 


rests  at  such  an  angle  that  coal  or  other  sediment 
from  the  tank  will  drop  below  the  plate  and  not  inter- 
fere with  the  water-way.  By  removing  the  tapered 


LOCOMOTIVE  APPLIANCES.  355 

key,  the  bonnet  or  cap  can  be  easily  taken  off  and 
the  copper  plate  removed  and  cleaned.  The  bonnet 
is  fitted  with  a  ground  joint,  and  the  seat  is  so  located 
as  to  be  protected  from  damage.  This  strainer  is 
furnished  either  right  or  left  hand. 

The  simplicity  of  its  construction  and  its  great  con- 
venience to  locomotive  engineers  will  readily  be  seen. 

When  it  is  considered  that  a  large  capacity  injector 
suitable  for  large  modern  locomotive  boilers  delivers 
approximately  one  gallon  of  water  each  second,  it 
will  readily  be  seen  why  such  importance  is  placed  on 
having  a  good-sized,  effective  feed-pipe  strainer  that 
will  not  become  quickly  stopped,  and  when  so 
deranged  can  be  removed  and  cleaned  without  serious 
loss  of  time. 


SNOW  FLANGER. 

THE  Q  &  C-PRIEST  SNOW  FLANGER. 

This  flanger  is  supported  directly  on  the  engine  truck 
boxes,  a  few  inches  in  front  of  the  forward  wheels. 
Being  thus  supported,  it  does  not  rise  and  fall  with 
the  movement  of  the  engine  on  the  springs,  nor  swing 
sideways  across  the  rail  on  curves.  This  feature 
enables  it  to  do  regular  and  uniform  work.  As  it 
follows  the  movement  of  the  engine  truck,  it  conforms 
to  all  the  irregularities  of  the  track,  giving  an  even 
depth  of  cut,  the  same  on  curves  as  on  tangents. 

The  knives  are  placed  one  inch  above  the  top  of  the 
rail  and  make  a  cut  twelve  inches  wide  by  two  inches 
deep  inside  of  the  rails,  and  twelve  inches  wide  and 
one-half  inch  deep  outside  of  the  rails. 

While  the  knives  are  constructed  strong  enough  to 
remove  hard  packed  snow  and  sand,  they  are  pur- 
posely designed  so  as  to  break  when  striking  guard 
rails  or  any  obstructions  without  damage  to  the 
other  parts,  and  can  be  readily  and  quickly  replaced. 

This  flanger  is  operated  by  compressed  air  by 
means  of  a  cylinder  located  on  or  near  the  run- 
ning board,  and  is  under  full  control  of  the  engineer 
by  means  of  an  air  cock  in  the  cab. 

It  may  thus  be  raised  instantly  to  clear  crossings, 
guard  rails,  etc.  There  is  also  a  hand  lever  arrange- 
ment running  to  the  cab,  so  that  the  engineer  may 
operate  it  by  hand  or  hook  it  up  out  of  use  in  case  the 
air  pump  should  fail. 

It  is  claimed  that  torpedoes  may  be  used  with  no 

(35G) 


LOCOMOTIVE  APPLIANCES. 


357 


danger  of  their  displacement  by  this  flanger  in  opera- 
tion through  the  hardest  snow.  It  is  further  claimed 
that  its  use  prevents  derailments  caused  by  engine 
truck  wheels  mounting  hard  packed  snow  or  sand, 
and  also  prevents  loss  of  hauling  power  of  locomotives 


FIG.  1. 

The  Q  &  C-Priest  Snow  Flanger  as  Attached  to  Locomotive 
(filet  Removed  to  Show  Working  Parts  of  Flanger. ) 

caused  by  the  intervention  of  snow  and  ice  between 
the  driving  wheels  and  rails.  It  avoids  tire  and  rail 
cutting  due  to  slipping  in  snow. 

A  pilot  plow  of  any  size  can  be  carried  in  the  usual 
manner  without  interference  with  this  device. 


NEW  ENGINEER'S  BRAKE  VALVE— NEW 
YORK  AIR  BRAKE  CO. 

The  engineer's  brake  valve  (for  its  location  see 
plate  "The  American  Steam  Locomotive,"  part  num- 
bered 218),  which,  as  its  name  implies,  is  operated  by 
the  engineer,  opens  communication  between  the  main 


ft- 


-TO  SMALL  RESERVOIR 
158 


Fig.8 


Positive  Discharge  Engineer's  Brake  Valve. 
New  York  Air  Brake  Co. 


air  reservoir  and  the  train  pipe  for  the  purpose  of 
charging  cars  or  releasing  brakes,  closing  the  con- 
nection and  opening  the  train  pipe  to  the  atmosphere 
when  the  brakes  are  to  be  applied.* 

, *The  principle  of  the  engineer's  brake  valve  and  the  details 
of  another  form  thereof  are  fully  described  in  "The  Science  of 
Railways,"  and  the  reader  is  referred  to  the  General  Index  of 
that  work  for  information  in  regard  thereto. 

(358^ 


LOCOMOTIVE  APPLIANCES.  % 


359 


The  above  engraving  shows  the  outside  appearance 
and  inside  construction  of  the  valve  when  seen  from 
different  points  of  view.  Figs.  1  and  2  are  external 
views,  rear  end  and  side,  respectively.  Fig.  3  is  a 
cross-section  through  the  feed  valve  (rear  view). 
Fig.  4  is  a  section  through  the  side,  showing  travel  of 
slide  valve  114  and  how  graduating  valve  110  is  con- 
trolled by  piston  104.  Fig.  5  is  a  cross-section  through 
the  slide  valve  (front  view).  Fig.  6  is  a  plan  of  the 


Fig.lO 


Positive  Discharge  Engineer's  Brake  Valve. 
New  York  Air  Brake  Co. 
(Sectional  View.) 


valve  seat.     Fig.  7  shows  the  face  of  the  slide  valve. 
Fig.  8  is  the  gauge  connection. 

The  Principal  Parts  and  Their  Duties. — Referring 
to  Fig.  4,  the  chamber  B  is  connected  to  the 
main  reservoir.  The  chamber  A  is  connected  to 
the  train  pipe.  Discharge  of  train  pipe  air  to  the 
atmosphere  for  service  application  occurs  through 
ports  F,  G,  and  passage  C.  Main  slide  valve  114 


360  LOCOMOTIVE  APPLIANCES. 

controls  the  flow  of  air  from  the  main  reservoir  to  the 
train  pipe,  and  from  the  train  pipe  to  the  atmosphere. 
In  the  drawing  the  slide  valve  occupies  "running 
position."  To  "release,"  it  moves  to  the  extreme  left. 
To  "apply,"  it  moves  to  the  right;  a  service  application 
uncovering  small  ports  F  and  G;  an  emergency 
application  uncovering  the  large  ports  K  and  J. 
(See  Figs.  5  and  7.) 

Small  slide  valve  110  is  a  cut-off  or  graduating 
valve,  operated  by  piston  104.  Its  function  is  to  stop 
the  discharge  of  air  to  the  atmosphere  when  the  train 
pipe  pressure  has  fallen  to  the  desired  amount. 

Piston  104  is  exposed  on  one  side  to  train  pipe 
pressure  in  chamber  A,  and  on  the  other  side  to  pres- 
sure from  a  small  auxiliary  reservoir  (connected  to 
space  D).  Its  function  is  to  cause  valve  110  to  auto- 
matically move  whatever  distance  is  necessary  to 
close  port  F.  Decrease  of  train  pipe  pressure  in 
chamber  A  allows  the  pressure  in  small  reservoir  D 
to  expand,  and  thus  move  piston  104  to  the  left, 
which,  through  the  agency  of  lever  112,  causes  valve 
110  to  close  port  F  by  moving  as  far  to  the  right  as 
port  F  has  been  carried  by  slide  valve  1 14.  If  the  slide 
valve  ha,s  moved  only  a  short  distance,  piston  104  will 
have  to  move  but  a  short  distance  to  close  port  F,  and 
consequently  only  a  slight  reduction  of  train  pipe 
pressure  will  occur.  If  the  slide  valve  carries  port  F 
a  considerable  distance,  then  piston  104  must  move  a 
considerable  distance  to  close  it,  and  a  corresponding 
reduction  of  train  pipe  pressure  occurs.  Thus,  the 
discharge  of  train  pipe  air  is  greater  or  less,  according 
to  the  distance  which  cut-off  valve  110  is  required  to 
travel. 


LOCOMOTIVE  APPLIANCES.  361 

Port  H  (Fig.  6)  connects  with  a  passage  running 
lengthwise  of  the  valve  (Figs.  1,  3  and  5),  one  end  of 
which  leads  to  the  small  reservoir  (as  shown  by  Fig. 
2),  while  the  other  end  leads  to  the  space  D,  back  of 
piston  104  (Figs.  1  and  4).  In  "running  position," 
port  J  in  the  face  of  slide  valve  114  (Figs.  5  and  7) 
connects  chamber  A  with  port  H  in  the  seat  of  the 
slide  valve  (Fig.  6),  thus  permitting  train  pipe  air  to 
flow  into  the  small  reservoir  and  to  the  rear  of  piston, 
as  shown.  When  the  handle  is  moved  to  apply 
brakes,  however,  ports  J  and  H  no  longer  connect, 
and  therefore  the  stored  up  air  in  the  reservoir  D  acts 
as  an  independent  force  on  piston  104. 

The  operation  is  as  follows:  With  handle  in  "run- 
ning position,"  the  valves  occupy  the  position  shown 
in  Fig.  4.  Discharge  ports  F  and  G  and  K  are  closed, 
and  direct  communication  from  the  main  reservoir  to 
the  train  pipe  is  cut  off  by  the  slide  valve.  By  means 
of  the  feed  valve  described  below,  however,  the  train 
pipe  will  continue  to  receive  air  through  small  ports  E 
and  M  until  the  normal  pressure  of  seventy  pounds 
has  been  obtained  therein. 

For  "service  "application,  place  the  handle  in  one 
of  the  "service"  or  "graduating"  notches  and  leave  it 
there.  This  carries  slide  valve  1 14  far  enough  to  the 
right  to  uncover  small  ports  F  and  G,  thus  permitting 
train  pipe  air  to  escape  from  chamber  A  to  the  atmos- 
phere, through  the  exhaust  passage  C.  Small  cut-off 
valve  1 10  automatically  stops  the  discharge  as  soon  as 
the  train  pipe  pressure  in  chamber  A  reduces  enough 
to  allow  piston  104  to  move,  as  previously  explained. 
For  light  applications,  use  the  first  of  the  graduating 
notches  on  short  trains,  or  the  second  notch  with  five 


362  LOCOMOTIVE  APPLIANCES. 

or  more  cars.  For  heavier  applications  move  the 
handle  one  or  two  notches  further. 

For  an  "emergency"  application,  move  the  handle 
to  position  marked  "emergency."  This  will  carry 
slide  valve  114  to  the  extreme  right,  permitting  rapid 
discharge  of  train  pipe  air  from  chamber  A  to  passage 
C  and  the  atmosphere,  through  ports  J  (Figs.  5  and 
7),  the  passage  in  slide  valve,  and  the  large  port  K 
(Figs.  4  and  7). 

With  handle  in  position  of  "quick  release,"  slide 
valve  114  is  moved  to  the  extreme  left,  thus  admitting 
main  reservoir  pressure  direct  from  chamber  B  to 
train  pipe  chamber  A  through  the  large  opening 
which  the  end  of  the  slide  valve  uncovers.  At  the 
same  time,  air  contained  in  the  small  reservoir  is  dis- 
charged to  the  atmosphere  through  passage  H,  ports 
J  and  K,  and  passage  C,  thus  allowing  train  pipe 
pressure  to  return  piston  104  and  cut-off  valve  110  to 
the  position  shown  in  Fig.  4  in  readiness  for  another 
"service  application.  When  releasing  brakes,  always 
place  the  handle  in  "quick  release"  position  long 
enough  to  permit  discharge  of  air  from  the  small 
reservoir,  before  moving  the  handle  back  to  the  "run- 
ning" position. 

With  the  handle  in  "running  position,"  the  small 
reservoir  is  charged  to  the  same  pressure  as  the  train 
pipe.  If  the  handle,  when  in  full  release  position,  is 
moved  to  a  service  notch  too  quickly,  a  full  service 
application  will  result;  but  if  it  is  moved  slowly,  or 
stopped  in  either  "running"  or  "lap"  position  for  a 
second  or  two,  the  small  reservoir  will  become  charged 
and  automatically  cut  off  the  exhaust  as  usual. 

With  the  handle  in  "lap  position"  all  communica- 


LOCOMOTIVE  APPLIANCES.  363 

tion  is  cut  off  between  the  main  reservoir  and  the  train 
pipe,  as  well  as  between  the  train  pipe  and  the  atmos- 
phere. 

The  air  pump  governor  is  connected  to  the  passage 
in  which  the  well  known  excess  pressure  valve. or 
feed  valve  is  located.  (Figs.  3,  5  and  6.)  This 
passage  has  a  port  E  in  the  valve  seat,  which,  by 
movements  of  the  slide  valve,  is  connected  either  with 
the  main  reservoir,  with  the  train  pipe,  or  is  closed 
entirely.  The  governor  is  set  at  seventy  pounds,  and 
will  shut  off  steam  in  any  position  of  the  slide  valve 
when  either  the  train  pipe  pressure  reaches  seventy 
pounds,  or  main  reservoir  pressure  reaches  eighty-five 
pounds.  The  pump  cannot,  therefore,  produce  undue 
pressure  when  the  brakes  are  set,  and  the  train  pipe 
cannot  become  overcharged  when  they  are  released. 
When  the  handle  is  in  running  position,  a  recess  M  in 
the  slide  valve  (Fig.  7)  connects  the  port  E  (Figs.  4 
and  6)  to  the  train  pipe,  and  air  from  the  main  reser- 
voir has  to  pass  through  the  feed  valve  on  its  way  to 
the  train  pipe. 

The  small  reservoir  furnished  with  this  valve  can 
be  placed  in  any  convenient  position,  but  we  advise 
attaching  it  to  the  roof  of  the  cab,  and  connecting  the 
pipe  between  the  reservoir  and  the  engineer's  valve  in 
such  a  way  that  water  cannot  accumulate  in  the 
reservoir,  but  will  drain  out  of  it  through  the  engi- 
neer's valve.  Copper  pipe  must  be  used  for  this 
purpose,  as  it  can  be  readily  bent  into  place,  and 
lessens  the  danger  from  leakage  by  avoiding  the 
elbows  and  joints  that  are  necessary  with  iron  pipe. 
All  piping  must  be  absolutely  tightl 

Remarks— Do  not  allow  the  seat  of  ihe  main  slide 


364  LOCOMOTIVE  APPLIANCES. 

valve  to  become  dry.  If  the  handle  pulls  too  hard, 
remove  oil  plugs  96  (first  letting  air  out  of  the  main 
reservoir)  and  oil  the  seat  both  in  front  and  back  of 
the  slide  valve.  Before  putting  back  the  oil  plugs 
move  the  handle  back  and  forth  several  times  to 
spread  the  oil  over  the  seat.  It  is  also  a  good  plan  to 
occasionally  remove  cover  115  and  lubricate  slide  valve 
114  and  its  seat  with  a  compound  or  grease  such  as 
vaseline.  The  lever  shaft  120  should  be  oiled  occa- 
sionally, through  the  oil  hole  made  for  that  purpose 
in  the  flange  of  the  cover,  back  of  the  quadrant. 


THE  AUTOMATIC  EMERGENCY  RECORDER. 

Ever  since  the  advent  of  the  quick  action  automatic 
air  brake  into  railway  service,  there  has  been  con- 
tinually sought  a  means  whereby  the  unnecessary  use 
by  the  engineer  of  the  emergency  position,  of  his 
equalizing  discharge  valve,  could  be  recorded  against 
him. 

Any  device  employed  to  record  the  emergency 
applications  made  by  an  engineer  in  handling  either 
air-brake  trains  or  light  engines  must  be  considered 
unreliable  or  worthless  that  does  not  fulfill  the  follow- 
ing conditions:  (1)  It  should  not  interfere  or  impede  in 
the  least  the  application  of  the  brakes  to  either  light 
engine  or  train;  that  is,  it  must  not  affect  the  sensi- 
bility of  the  brakes  by  impeding  either  the  preliminary 
or  emergency  exhaust.  (2)  It  should  'be  automatic. 

(3)  It  should  record  each  emergency  application  made, 
whether  engine  is  attached  to  train  or  handled  light. 

(4)  It  should  not  operate  when  service  applications 
only  are  made.     (5)  It  should  not  make  a  record  of  the 
times  the  engineer's  valve  handle  is  placed  in  emer- 
gency position  when  there  is  no  air  on  the  engine. 
(6)  It  should  not  operate  when  a  hose  bursts  or  the 
conductor  applies  the  brakes  from  rear  of  train.     (7) 
It  should  make  its  record  in  such  a  manner  as  to  defy 
its  being  destroyed.     (8)  It  should  be  so  constructed  as 
to  evade  any  attempt  on  the  part  of  the  person  in 
charge  of  engine  to  change  the  record  when  once 
made,  or  to  prevent  a  record  being  made  when  once 


3(56 


LOCOMOTIVE  APPLIANCES 


the  forbidden  position  is  reached.  (9)  It  should  be 
easily  applied,  simple  and  durable;  and  (10)  it  should 
be  capable  of  being  applied  to  all  engineer's  valves  on 
ths  market  without  having  to  alter  their  design. 


FIG.  1. 


The  Automatic  Emergency  Recorder  as  Applied  to  an  1892  Westinghouse 
Engineer's  Brake  Valve. 

This  recorder  here  illustrated  (Fig.  1)  registers 
accurately  each  and  every  time  the  engineer's  vaive 
handle  is  placed  in  that  position  familiarly  kiic;vi»  us 
the  "emergency  position."  The  record  is  not  made 


LOCOMOTIVE  APPLIANCES.  367 

upon  paper  or  a  sensitized  film,  which  may  be  removed 
and  destroyed,  but  is  permanently  marked  by  a  hand 
or  pointer,  similar  to  the  manner  of  registering  fares 
on  street  cars.  It  may  be  so  constructed  as  to  admit 
of  its  registering  an  indefinite  number  of  applications. 
The  device  shown  ranges  in  capacity  from  one  to  five 
thousand.  It  will  readily  be  seen  by  reference  to 
Fig.  1  that  from  the  very  construction  of  this  device  no 
interference  whatever  can  come  to  the  successful 
operation  of  the  air  brakes  by  its  attachment  to 
the  engineer's  valve..  It  works  automatically  and 
records  every  emergency  application,  but  none  made 
in  service  position.  No  record  will  be  made  unless 
there  is  air  in  the  reservoir,  nor  where  a  hose  bursts 
while  engine  is  carrying  air.  It  will  admit  of  no 
tampering  in  order  to  falsify  its  record;  is  simple, 
cheap,  easily  applied,  and  durable.  It  will  fit  any 
valve,  with  a  slight  change  of  base. 

The  indicator  is  moved  by  the  sudden  flow  of  air 
from  the  emergency  port  of  the  engineer's  valve  com- 
pressing a  spring,  as  shown  in  the  details  of  the 
engraving. 

The  device  is  extremely  simple  of  construction, 
consisting  of  a  ratchet  wheel  or  plate  with  one  hundred 
teeth  actuated  by  a  pawl  connected  to  the  top  of  a 
small  rocker  arm  giving  proper  motion  to  the  ratchet 
plate  when  the  piston  makes  the  forward  stroke  by 
means  of  a  bevel  at  the  end  of  the  piston  rod,  throwing 
the  bottom  of  the  rocker  arm  back  and  the  top  forward. 
A  spring  pin  is  also  fixed  in  the  ratchet  plate,  actuated 
at  a  fixed  point  in  its  revolution  with  another  plate 
placed  over  the  ratchet,  whereon  each  one  hundred 
revolutions  of  the  needle  is  recorded.  The  face  plate 


368  LOCOMOTIVE  APPLIANCES. 

is  graduated  into  one  hundred  parts,  from  which  each 
movement  of  the  needle  is  read.  The  exhaust  port 
for  service  or  preliminary  applications  of  the  air 
brake  is  placed  at  the  end  of  the  cylinder,  and  is 
one-eighth  of  an  inch  in  diameter  as  against  one- 
sixty-fourth  of  an  inch  in  diameter  of  the  same  port  in 
an  1892  Westinghouse  engineer's  brake  valve,  thus 
giving  a  high  factor  of  safety  for  service  exhaust. 
The  ports  for  emergency  exhausts  are  in  the  sides  of 
the  cylinder,  and  the  needle  makes  its  record  the 
instant  the  piston  follower  clears  the  ports.  The 
device  will  record  4,999  applications  of  the  emergency, 
and  then  return  to  zero,  and  begin  all  over  again.  No 
movement  of  the  needle  takes  place  when  service 
applications  are  made. 


AUTOMATIC  BRAKE-SLACK  ADJUSTER. 

While  there  have  been  many  types  of  brake-slack 
adjusters  used  on  cars  and  locomotive  tenders,  that 
adjuster  formerly  known  as  the  McKee,  but  new  made 
by  the  Westinghouse  Co.,  and  called  by  the  latter 
name,  has  been  used  more  extensively  than  any  other. 

The  accompanying  engraving  shows  a  coach  or 
tender  brake  cylinder  and  levers  with  the  Westing- 
house  slack  adjuster  applied  to  the  back  head.  As 


FIG.  1. 
The  Westinghouse  Latest  Improved  Slack  Adjuster. 

will  be  seen,  a  very  small  air  pipe  is  tapped  into  the 
brake  cylinder  at  a  point  to  clear  the  piston  when  the 
latter  has  traveled  seven  and  one-half  inches.  Thus, 
when  the  brake  piston  passes  beyond  this  point  a 
small  quantity  of  air  is  conveyed  through  this  pipe  to 
a  very  small  cylinder  wherein  it  forces  a  piston 
against  a  heavy  spring  engaging  a  pawl  in  a  ratchet 
wheel  attached  to  the  screw  holding  the  back  cylinder 


24 


(3C9) 


370  LOCOMOTIVE  APPLIANCES. 

lever.  When  the  brake  is  released,  the  spring,  by  means 
of  the  pawl  and  ratchet  wheel,  turns  the  screw,  thereby 
moving  outward  the  inside  end  of  back  cylinder  lever, 
which  takes  up  about  one-thirty-second  of  an  inch  of 
piston  travel.  When  new  brake  shoes  are  applied  the 
screw  should  be  turned  back  sufficiently  to  let  out  the 
travel  to  about  what  it  was  before  the  .new  shoe  was 
applied. 

The  Gould  slack  adjuster  is  also  a  mechanical 
device  which  works,  however,  on  the  ratchet  princi- 
ple and  without  any  use-  of  the  air  pressure,  as  will 
clearly  be  seen  by  reference  to  the  accompanying 
engraving. 


FIG.  2. 
Gould  Brake-Slack  Adjuster. 

The  advantages  to  be  gained  by  the  application  of 
any  efficient  brake-slack  adjuster  to  cars  or  locomotive 
tenders  are  of  considerable  importance. 

Their  use  will  keep  the  piston  travel  of  all  the  brake 
cylinders  uniform,  thus  insuring  maximum  pres- 
sure of  the  brakes  and  permitting  better  stops  to  be 
made  and  preventing  serious  shocks  which  usually 
cause  damage  of  some  nature.  Anything  which 
tends  toward  the  efficiency  of  the  brakes  reduces  the 
waste  of  air  and  accordingly  reduces  the  requirements 
placed  upon  the  air  pump,  thereby  lessening  the  cost 
of  pump  repairs. 


LOCOMOTIVE  GLOBE  VALVES,  RELIEF 
VALVES,  ETC. 

Fig.  1  shows  the  ordinary  construction  of  either 
globe  or  angle  valves  for  locomotive  use.  The  par- 
ticular valve  here  shown  is  designed  for  service  where 
an  all-metal  valve  is  required,  and  is  claimed  to  be 
especially  adapted  for  high  steam  pressures  and  to 
withstand  "wire  drawing,"  being  made  with  a  flat 


FIG.  1. 
Standard  Heavy  Locomotive  Globe  Valve. 

seat.  The  projection  under  the  disc  protects  the  seat 
from  dirt  and  from  the  cutting  action  of  the  steam 
when  the  valve  is  partly  open,  and  also  serves  as  a 
guide  when  re-grinding  is  necessary. 

Tore-grind  one  of  these  valves,  remove  the  disc  from 
the  stem  and  grind  it  with  a  temporary  holder  screwed 
into  it. 

(371) 


372  LOCOMOTIVE  APPLIANCES, 

THE  CROSBY  SPRING  SEAT  VALVE. 

This  valve  is  shown  in  Fig.  2,  which  repre- 
sents the  valve  with  a  section  of  the  body  removed 
in  order  to  show  its  internal  design.  A  is  the 
upper  disc,  in  which  a  a  represents  the  seat  with 
its  conical  depression  terminating  in  an  annular 
groove  of  considerable  depth.  C  shows  the  valve 
body,  whereon  at  b  b,  in  the  valve  seating  B,  is  con- 
structed a  conical  seat  having  in  the  center  a  similar 


FIG.  2. 
Crosby  Spring-Seat  Valve. 

groove.  These  seats  have  greater  contact  surface, 
and  by  means  of  the  central  grooves  have  greater 
resilient  action,  which  permits  them  to  shut  tight  and 
remain  so.  This  novel  characteristic  prevents  them 
from  jamming  when  the  valve  is  closed,  and  leaves 
them  free  to  accommodate  themselves  to  any  variation 
of  temperature.  When  partially  open,  it  is  claimed 
that  the  out-rushing  steam  or  water  does  not  abrade 


LOCOMOTIVE  APPLIANCES.  373 

their  surfaces,  as  ordinarily  happens  with  ordinary 
valves. 

THE  HOMESTEAD  STRAIGHT- WAY  VALVE. 

This  valve  is  so  constructed  that  when  it  is 
closed  it  is  at  the  same  time  forced  firmly  to 
its  seat.  This  result  is  secured  by  "means  of 
the  traveling  cam  A  through  which  the  stem  passes. 
The  cam  is  prevented  from  turning  with  the  stem 
by  means  of  the  lugs  B,  which  move  vertically 
in  slots.  Supposing  the  valve  to  be  open,  the 
cam  will  be  in  the  lower  part  of  the  chamber  in 


FIG   3 
Homestead  Straight- Way  Valve. 

which  it  is  placed,  and  the  plug  will  be  free  to  be  easily 
moved.  A  quarter  of  a  turn  in  the  direction  for 
closing  it  causes  the  cam  to  rise  and  take  a  bearing  on 
the  upper  surface  of  the  chamber,  and  the  only  effect 
of  further  effort  to  turn  the  stem  in  that  direction  is  to 
force  the  plug  more  firmly  to  its  seat.  A  slight  motion 
in  the  other  direction  immediately  releases  the  cam 
and  the  plug  turns  easily,  being  arrested  at  its  proper 
open  position  by  contact  of  the  fingers  of  the  cam  at 
the  other  end  of  its  travel.  E,  D,  D,  are  balancing 
parts.  This  valve  forms  a  very  efficient  blow-off 


374 


LOCOMOTIVE  APPLIANCES. 


valve  where  an  automatic  valve  is  not  desirable  (see 
chapter  on  Boiler  Cleaners). 

STEAM  CHEST  VACUUM  VALVES. 

The  purpose  of  these  valves  is  to  permit  air  to 
enter  the  steam  chest  and  thence  the  locomotive 
cylinder  when  the  engine  is  "drifting"  or  running  with 
steam  shut  off. 

These  valves  are  often  termed  "relief  valves/'  but 
should  more  properly  be  known  as  vacuum  relief 


FIG.  4. 
Steam  Chest  Vacuum  or  Air  Relief  Valve. 

valves  or  suction  valves,  one  type  of  whicn  is  shown  in 
the  engraving,  Fig.  4. 

Inasmuch  as  it  is  well  known  that  the  steam  chest 
pressure  may  at  times  become  very  great  when  a  loco- 
motive at  speed  is  reversed  and  the  throttle  not  opened, 
many  railroads  use  a  combined  vacuum  and  pressure 
relief  valve,  as  shown  in  Fig.  7,  on  all  steam  chests. 
It  is  hardly  necessary  to  describe  in  detail  the  pressure 
relief  valve  thus  used,  as  its  principle  is  identical  with 
that  of  the  locomotive  pop  safety  valve,  which  is  fully 
described  and  illustrated  elsewhere  in  this  volume. 
If,  in  place  of  the  cap  shown  in  the  vacuum  relief 


LOCOMOTIVE  APPLIANCES.  375 

valve  hers  illustrated,  a  pop  safety  valve  should  be 
screwed,  the  result  would  be  a  combined  vacuum  and 
pressure  relief  steam-chest  valve.  The  pressure 
spring  is  usually  adjusted  to  an  amount  slightly  in 
excess  of  the  boiler  pressure  to  avoid  its  blowing  when 
the  locomotive  is  working  hard  and  under  full 
pressure. 

Two  forms  of  pressure  relief  valve  are  shown  in 
Figs.  4  and  5. 

RICHARDSON  RELIEF  VALVE. 

In  order  to  obtain  the  best  results  from  valves 
(especially  balanced  valves)  on  locomotives,  a  relief 
valve  should  be  placed  in  the  steam  chests  for  the 


FIG.  5. 
The  Richardson  Vacuum  Relief  Valve. 


purpose  of  admitting  clean  air  from  the  outside  atmos- 
phere, and  thereby  preventing  a  vacuum  being  formed 
in  the  steam  chests  and  cylinders  when  the  engine  is 
running  with  steam  shut  off;  otherwise  air  from  the 


376  LOCOMOTIVE  APPLIANCES. 

smoke-box,  charged  with  hot  gases,  dust  and  cinders, 
will  be  drawn  into  the  chests  and  cylinders  through 
the  exhaust  ports,  burning  up  all  oil  and  cutting  and 
grinding  the  valves  and  valve  seats. 

The  valve  here  shown  by  Fig.  5  can  be  used  with 
much  benefit  with  any  slide  valve.  It  is  made  extra 
heavy,  to  stand  wear,  and  the  curved  valve  wings  are 
so  arranged  that  the  valve  in  closing  always  finds  a 
new  seat,  thus  keeping  itself  tight. 

BLACKALL.  RELIEF  VALVE,  FOR  USE  ON 
LOCOMOTIVES. 

This  valve  is  placed  on  a  locomotive  at  any  point 
between  the  throttle  valve  and  slide  valve,  preferably 
upon  the  steam  chest,  where  it  will  have  a  free  and 
open  communication  with  the  steam  pipes  of  the 
engine  only.  It  is  designed  to  prevent  the  accumula- 
tion of  pressure  in  the  pipes  or  boiler  of  a 
locomotive  if  engine  is  suddenly  reversed 
while  moving  forward,  as  is  frequently 
the  case.  The  valve  is  adjusted  to  open 
at  a  slightly  higher  pressure  than  the 
maximum  pressure  carried  on  the  boiler, 
but  below  the  pressure  required  to  pro- 
duce  a  rupture  of  parts,  and  will  permit 
v?ivekfor  y«e  eon tne  excess  of  air  pressure  to  escape 
Locomotives.  from  ^g  sfeam  p[pGS,  and  thereby  pre- 
vent any  undue  pressure  being  generated  by  the 
cylinders.  A  uniform  pressure  of  air  will  be  main- 
tained within  the  limit  of  safety,  which  will  supply 
resistance  to  the  pistons  and  overcome  the  momen- 
tum of  the  train,  and  perform  the  functions  of  an 


LOCOMOTIVE  APPLIANCES. 


377 


automatic  air  brake  on  the  drivers,  and  stop  the 
train.  By  the  use  of  this  device  engines  can  be 
reversed  suddenly  while  running  at  a  high  rate  of 
speed,  without  strain  or  damage  to  any  portions  of 
the  machinery  or  boiler. 


RICHARDSON  COMBINED  PRESSURE  AND  VACUUM 
RELIEF  VALVE. 

This  valve  (Fig.  7)  is  designed  to  be  placed  in  the 
steam  chest  to  automatically  supply  clean  air  to  the 
cylinders  through  the  air-valve  A  when  engine  is 


FIG.  7. 
Richardson  Combined  Pressure  and  Vacuum  Relief  Valve. 

running  shut  off,  and  thus  furnishes  a  free  supply  of 
air  from  the  outside  instead  of  its  being  sucked  in 


378  LOCOMOTIVE  APPLIANCES. 

from  the  smoke-box  laden  with  hot  gases  and  cinders 
which  lap  all  oil  from  the  valves  and  seats. 

The  pressure  relief  valve  B  performs  a  very  valua- 
ble function  in  preventing  the  dangerous  accumula- 
tion of  pressure  in  the  steam  chest  and  dry-pipe  and 
oftentimes  the  breaking  of  same  when  the  engine  is 
suddenly  reversed.  The  valve  is  set  to  open  at  a 
pressure  slightly  above  the  maximum  boiler  pressure, 
and  will  allow  any  excess  of  pressure  to  escape  to  the 
atmosphere,  yet  will  maintain  in  the  cylinders  a 
uniform  pressure  of  air  within  the  limits  of  safety 
when  running  forward  after  reversing,  and  thus 
supply  resistance  to  the  pistons  and  overcome  the 
momentum  of  the  train,  and  perform  the  functions  of 
an  automatic  air  brake  in  assisting  to  stop  the  train. 
By  using  this  valve  an  engine  may  be  suddenly 
reversed  while  running  at  high  speed  without  strain 
or  damage  to  any  portion  of  the  machinery  or  boiler. 


LOCOMOTIVE  BOILER  COVERINGS. 

The  extent  of  heat  losses  occurring  by  radiation 
from  a  modern  locomotive  boiler  under  service  con- 
ditions has  long  been  a  matter  of  speculation.  There 
have  been  investigations  to  determine  the  radiation 
from  pipes  and  other  steam-heated  surfaces,  usually 
within  buildings,  but,  until  recently,  there  have  been 
no  tests  which  would  disclose  the  effect  of  the  air 
currents  such  as,  at  speed,  circulate  about  the  boiler  of 
a  locomotive. 

From  such  service  tests  it  has  been  determined  that 
a  perfectly  bare  boiler  would  lose  about  ten  per  cent,  of 
the  total  power  of  the  machine,  which  would  amount 
to  nearly  one  thousand  dollars  per  year  on  a  large 
high-pressure  locomotive,  but  that  by  properly  cover- 
ing about  two-thirds  of  the  exposed  surface  of  boiler 
and  fire-box  over  sixty  per  cent,  of  this  loss  may  be 
prevented. 

Thus  it  would  appear  to  be  a  matter  not  undeserv- 
ing the  attenion  of  practical  railroad  men  to  know 
that  by  this  means  alone  over  half  a  million  dollars 
per  year  may  be  saved  on  a  railway  system  having 
one  thousand  locomotives. 

An  eminent  professor  states  that  "the  best  insulat- 
ing substance  known  is  air  confined  in  minute  par- 
ticles or  cells,  so  that  heat  cannot  be  removed  by 
convection."  He  also  states  that  "no  covering  can 
equal  or  surpass  that  of  perfectly  still  and  stagnant 
air,  and  the  value  of  most  insulating  substances 

(379) 


380 


LOCOMOTIVE  APPLIANCES. 


depends  upon  the  power  of  holding  minute  quantities 
in  such  a  manner  that  circulation  cannot  take  place." 

The  covering  used  on  a  boiler  is  often  termed  lag- 
ging, from  the  custom  when  wood  covering  was  used. 

Wood  lagging  when  first  applied,  and  if  the  work- 
manship is  good,  is  a  good  heat  insulator;  but  it  is 
quite  impossible  to  obtain  thoroughly  dry  lumber  for 
this  purpose,  and  the  result  is  that  after  it  has  been 
subjected  to  the  temperature  of  the.  boiler  for  a  longer 


FIG.  1. 
Manner  of  Covering  a  Locomotive  Boiler  with  Sectional  Lagging. 

or  shorter  time  the  wood  shrinks  and  the  joints  open, 
and  the  wood  is  charred  and  rattles  from  place  and 
soon  becomes  of  little  use  as  an  insulator.  For  this 
reason  the  use  of  wood  lagging,  long  so  universally 
practiced  in  this  country,  is  being  largely  abandoned 
for  other  more  fibrous  material  which  does  not  warp 
and  shrink,  but  retains  its  original  form  after  con- 
tinued use. 


LOCOMOTIVE  APPLIANCES. 


381 


A  large  number  of  manufactured  boiler  coverings 
are  composed  in  part  or  whole  of  asbestos  or  magnesia. 

Asbestos  is  a  fibrous  mineral,  and  one  of  Nature's 
unique  products.  It  is  found  in  various  parts  of  the 
world  and  usually  occurs  in  narrow  veins  or  seams. 
When  treated  mechanically  it  yields  soft,  white, 


BINDING  m 
-'WIRE 


1O0K. 


CABLE 


ASBESTOS  FIRE-FELT 
LOCOMOTIVE  LAGGING. 

H.H".  JOHNS  M'r'c  Co. 


FIG.  2. 

Method  of  Securing  Sectional  Lagging  to  the  Boiler. 

delicate  and  exceedingly  strong  fibres,  which  can  be 
spun,  woven  and  otherwise  manufactured  into  many 
useful  articles.  In  addition  to  its  fire-proof  qualities, 
it  is  also  acid  proof  and  practically  indestructible 
except  from  abrasion. 

Fig.  1  shows  a  locomotive  boiler  undergoing  the 
process  of  covering  with  a  form  of  manufactured 


382  LOCOMOTIVE  APPLIANCES. 

covering  known  as  sectional  lagging.  From  Fig.  2 
the  details  of  its  application  may  be  readily  under- 
stood. 

When  it  is  such  general  practice  in  stationary  and 
marine  engineering  to  cover  every  particle  of  exposed 
steam  pipe  it  would  seem  much  more  important  to  do 
so  on  a  rapidly  moving  locomotive  where  the  resulting 
radiation  is  very  much  greater. 


FIG.  3. 
Asbestos  Covering  for  Steam  Pipes. 

Asbestos  covering,  as  shown  in  Fig.  3,  for  steam 
supply  pipes  to  the  air  pump,  train  heating  system, 
electric  headlight,  etc.,  is  gradually  but  surely  coming 
into  use. 


THE  STEAM  ENGINE  INDICATOR. 

The  degree  of  excellence  to  which  the  locomotive 
and  other  steam  engines  has  been  brought  is  very 
largely  due  to  the  use  of  the  indicator.  A  careful 
study  and  comparison  of  indicator  diagrams  taken 
under  different  speeds,  pressures,  and  with  various 
cut-offs  furnishes  the  only  means  of  showing  the 
action  of  steam  in  the  cylinder  and  of  gaining  a  defi- 
nite knowledge  of  the  various  changes  of  pressure 
that  take  place  therein. 

An  indicator  diagram  is  the  result  of  two  motions, 
namely:  a  horizontal  movement  of  the  paper  in  exact 
correspondence  with  the  movement  of  the  piston,  and 
a  vertical  movement  of  the  pencil  in  exact  ratio  to  the 
pressure  exerted  in  the  cylinder  of  the  engine.  Con- 
sequently, it  represents  by  its  length  the  stroke  of  the 
engine  on  a  reduced  scale,  and  by  its  height  at  any 
point  the  pressure  on  the  piston  at  a  corresponding 
point  in  the  stroke.  The  shape  of  the  diagram 
depends  altogether  upon  the  manner  in  which  the 
steam  is  admitted  to  and  released  from  the  cylinder  of 
the  engine.  The  variety  of  shapes  given  from  differ- 
ent engines,  and  by  the  same  engine  under  different 
circumstances,  is  almost  endless,  and  it  is  in  the 
intelligent  and  careful  measurement  of  these  that  the 
true  value  of  the  indicator  is  found;  and  no  loco- 
motive or  stationary  engineer  should  be  without  a 
knowledge  of  the  principles  and  uses  of  this  ingenious 
device  and  able  to  properly  read  an  indicator  diagram. 


384  LOCOMOTIVE  APPLIANCES. 

A  diagram  shows  the  pressure  acting  on  one  side  of 
the  piston  only  during  both  the  forward  and  return 
stroke,  whereon  all  the  changes  of  pressure  may  be 
properly  located,  studied  and  measured.  To  show 
the  corresponding  pressures  on  the  other  side  of  the 
piston,  another  diagram  must  be  taken  from  the 
other  end  of  the  cylinder.  When  the  three-way  cock 
is  used,  the  diagrams  from  both  ends  are  usually 
taken  on  the  same  paper. 

To  obtain  trustworthy  results  on  high-speed 
engines,  an  indicator  must  have  extreme  lightness, 
a  nice  adjustment  of  all  the  moving  parts  and  fine 
workmanship;  to  these  indispensable  qualities  should 
be  added  simplicity  of  construction  and  convenience 
of  manipulation. 

THE  CROSBY  STEAM  ENGINE  INDICATOR. 

This  indicator  is  designed  to  meet  the  requirements 
of  modern  steam  engineering  practice.  The  high- 
speed system  of  construction  in  locomotives  and 
steam  engines  which  greatly  prevails  to-day  renders 
the  older  type  of  indicator  well-nigh  useless.  Many 
details  which  gave  little  trouble  at  low  speeds  cause 
errors  under  the  present  requirements  which  seriously 
affect  the  results. 

Fig.  1  shows  a  general  view  of  the  Crosby  indicator, 
while  the  illustration  in  Fig.  2  is  a  sectional  view 
showing  the  design  and  arrangement  of  the  parts. 
<  Referring  to  Fig.  2,  part  4  is  the  cylinder  proper,  in 
which  the  moverrtent  of  the  piston  takes  place.  It  is 
made  of  a  special  alloy,  exactly  suited  to  the  varying 
temperatures  to  which  it  is  subjected,  and  secures  to 


LOCOMOTIVE  APPLIANCES. 


385 


the  piston  the  same  freedom  of  movement  with  high 
pressure  steam  as  with  low;  and  as  its  bottom  end  is 
free  and  out  of  contact  with  all  other  parts,  its  longi- 
tudinal expansion  or  contraction  is  unimpeded  and  no 
distortion  can  possibly  take  place. 

Between  the  parts  4  and  5  is  an  annular  chamber, 
which  serves  as  a  steam  jacket;  it  will  always  be  filled 
with  steam  of  nearly  the  same  temperature  as  that  in 
the  cylinder. 


FIG.  1. 
The  Crosby  Indicator. 

The  piston  8  is  formed  from  a  solid  piece  of  the 
finest  tool  steel.  Its  shell  is  made  as  thin  as  possible 
consistent  with  proper  strength.  It  is  hardened  to 
prevent  any  reduction  of  its  area  by  wearing,  then 
ground  and  lapped  to  fit  (to  the  ten-thousandth  part  of 
an  inch)  a  cylindrical  gauge  of  standard  size.  Shallow 
channels  in  its  outer  surface  provide  a  steam  packing, 
and  the  moisture  and  oil  which  they  retain  act  as 
lubricants  and  prevent  undue  leakage  by  the  piston. 
The  transverse  web  near  its  center  supports  a  central 

25 


386 


LOCOMOTIVE  APPLIANCES. 


socket,  which  projects  both  upward  and  downward; 
the  upper  part  is  threaded  inside  to  receive  the  lower 
end  of  the  piston  rod;  the  upper  edge  of  this  socket  is 
formed  to  fit  nicely  into  a  circular  channel  in  the 
under  side  of  the  shoulder  of  the  piston-rod  when  they 
are  properly  connected.  It  has  a  longitudinal  slot 
which  permits  the  ball  bearing  on  the  end  of  the 
spring  to  drop  to  a  concave  bearing  in  the  upper  end 
of  the  piston  screw  9.  which  is  closely  threaded  into 


FIG.  2. 

The  Crosby  Indicator. 
(Sectional  View.) 

the  lower  part  of  the  socket;  the  head  of  this  screw  is 
hexagonal  and  may  be  turned  with  the  hollow  wrench 
which  accompanies  the  indicator. 

The  piston  rod  10  is  of  steel,  and  is  made  hollow 
for  lightness.  Its  lower  end  is  threaded  to  screw  into 
the  upper  socket  of  the  piston.  Above  the  threaded 
portion  is  a  shoulder  having  in  its  under  side  a  circular 
channel  formed  to  receive  the  upper  edge  of  the  socket 
when  these  parts  are  connected  together.  When 


LOCOMOTIVE  APPLIANCES.  387 

making  this  connection  the  piston  rod  should  be 
screwed  into  the  socket  as  far  as  it  will  go;  that  is, 
until  the  upper  edge  of  the  socket  is  brought  firmly 
against  the  bottom  of  the  channel  in  the  piston  rod. 
This  is  very  important,  as  it  insures  a  correct  align- 
ment of  the  parts  and  a  free  movement  of  the  piston 
within  the  cylinder. 

The  swivel  head  11  is  threaded  on  its  lower  half 
to  screw  into  the  piston  rod  more  or  less,  according  to 
the  required  height  of  the  atmospheric  line  on  the 
diagram.  Its  head  is  pivoted  to  the  piston  rod  link  of 
the  pencil  mechanism. 

The  cap  2  screws  into  the  top  of  the  cylinder  and 
holds  the  sleeve  and  all  connected  parts  in  place.  Its 
central  hole  is  furnished  with  a  hardened  steel  bush- 
ing which  forms  a  durable  and  sure  guide  to  the 
piston  rod.  On  its  under  side  are  two  threaded  por- 
tions. The  lower  and  smaller  projection  is  screw- 
threaded  outside  to  engage  with  the  like  threads  in  the 
head  of  the  spring  and  hold  it  firmly  in  place.  The 
upper  and  larger  projection  is  screw-threaded  on  its 
lower  half  to  engage  with  the  light  threads  inside  the 
cylinder;  the  upper  half  of  this  larger  projection- 
being  the  smooth,  vertical  portion — is  accurately 
fitted  into  a  corresponding  recess  in  the  top  of  the 
cylinder,  and  forms  thereby  a  guide  by  which  all  the 
moving  parts  are  adjusted  and  kept  in  correct  align- 
ment, which  is  very  important,  and  is  impossible  to 
secure  by  the  use  of  screw  threads  alone. 

The  sleeve  3  surrounds  the  upper  part  of  the  cylin- 
der and  supports  the  pencil  mechanism.  It  turns 
around  freely,  and  is  held  in  place  by  the  cap. ,  The 
handle  for  adjusting  the  pencil  point  is  threaded 


388  LOCOMOTIVE  APPLIANCES. 

through  the  arm  and  in  contact  with  a  stop-screw  in 
the  plate  1  may  be  delicately  adjusted  to  the  surface 
of  the  paper  on  the  drum.  It  is  made  of  hard  wood,  in 
two  sections;  the  inner  one  may  be  used  as  a  lock-nut 
to  maintain  the  adjustment. 

The  pencil  mechanism  is  designed  to  afford  suffi- 
cient strength  and  steadiness  of  movement  with  the 
utmost  lightness,  thereby  eliminating  as  far  as 
possible  the  effect  of  momentum,  which  is  especially 
troublesome  in  high  speed  work.  Its  fundamental 
kinematic  principle  is  that  of  the  pantograph.  The 
fulcrum  of  the  mechanism  as  a  whole,  the  point  of 
attachment  to  the  piston  rod  and  the  pencil  point  are 
always  in  a  straight  line.  This  gives  to  the  pencil 
point  a  movement  exactly  parallel  with  that  of  the 
piston.  The  movement  of  the  spring  throughout  its 
range  bears  a  constant  ratio  to  the  force  applied  and 
the  amount  of  this  movement  is  multiplied  six  times  at 
the  pencil  point. 

Springs.— In  order  to  obtain  a  correct  diagram,  the 
movement  of  the  pencil  of  the  indicator  must  be 
exactly  proportional  to  the  pressure  per  square  inch 
on  the  piston  of  the  steam  engine  at  every  point  of  the 
stroke;  and  the  velocity  of  the  surface  of  the  drum 
must  bear  at  every  instant  a  constant  ratio  to  the 
velocity  of  the  piston.  These  two  essential  condi- 
tions have  been  attained  to.a  great  degree  of  exactness 
in  the  Crosby  indicator  by  a  very  ingenious  con- 
struction and  nice  adaptation  of  both  its  piston  and 
drum  springs. 

The  piston  spring  is  of  unique  and  ingenious 
design,  being  made  of  a  single  piece  of  the  finest 
spring  steel  wire,  wound  from  the  middle  into  a  doubi  2 


LOCOMOTIVE  APPLIANCES.  389 

coil,  the  spiral  ends  of  which  are  screwed  into  a  brass 
head  having  four  radial  wings  with  spirally  drilled 
holes  to  receive  and  hold  them  securely  in  place. 

Adjustment  is  made  by  screwing  them  into  the 
head  more  or  less  until  exactly  the  right  strength  of 
spring  is  obtained,  when  they  are  there  firmly  fixed. 
At  the  bottom  of  the  spring — in  which  lightness  is  of 
great  importance,  it  being  the  part  subject  to  the 
greatest  movement — is  a  small  steel  bead  firmly 
attached  to  the  wire.  This  reduces  the  inertia  and 
momentum  at  this  point  to  a  minimum,  whereby  a 
great  improvement  is  effected.  This  bead  has  its 
bearing  in  the  center  of  the  piston,  and  in  connection 
with  the  lower  end  of  the  piston  rod  and  the  upper  end 
of  the  piston  screw  9  (both  of  which  are  concaved  to 
fit),  it  forms  a  ball  and  socket  joint  which  allows  the 
spring  to  yield  to  pressure  from  any  direction  without 
causing  the  piston  to  bind  in  the  cylinder,  which  is 
liable  to  occur  when  the  spring  and  piston  are  rigidly 
united. 

The  testing  of  the  spring. — The  rating  or  measure- 
ment of  the  springs  is  determined  with  great  care  and 
accuracy  by  special  apparatus.  The  pressure  test  is 
made  by  the  direct  action  of  the  steam  in  the  cylinder 
of  the  indicator  and  in  a  mercury  column,  simul- 
taneously operating  with  a  capacity  of  three  hundred 
pounds  pressure  per  square  inch.  Suitable  and 
ingenious  electrical  apparatus  is  so  combined  with 
these  mercury  columns  that  the  ordinary  division  in 
inches  of  vacuum  and  in  pounds  pressure,  respect- 
ively, are  automatically  marked  on  the  test  card  on 
the  indicator  drum  as  the  test  of  the  spring  proceeds. 
Each  spring  is  tested  in  pressure  to  twice  the  capacity 


390  LOCOMOTIVE  APPLIANCES. 

marked  on  the  same.  This  method  of  testing  pressure 
springs  has  been  in  use  for  several  years  and  has  been 
demonstrated  to  be  the  best  system  for  accuracy. 

The  drum  spring  31  is  a  short  spiral  spring,  thus 
greatly  reducing  the  f  rictional  resistance. 

If  the  conditions  under  which  the  drum  spring 
operates  be  considered,  it  will  readily  be  seen  that  at 
the  beginning  of  the  stroke,  when  the  cord  has  all  the 
resistance  of  the  drum  and  spring  to  overcome,  the 
latter  should  offer  less  resistance  than  at  any  other 
time;  in  the  beginning  of  the  stroke  in  the  opposite 
direction,  however,  when  the  spring  has  to  overcome 
the  inertia  and  friction  of  the  drum,  its  energy  or 
recoil  should  be  greatest. 

This  drum  spring,  being  a  short  spiral  having  no 
friction,  has  a  quick  recoil.  At  the  beginning  of  the 
forward  stroke  it  offers  to  the  cord  only  a  very  slight 
resistance,  which  gradually  increases  by  compression 
until  at  the  end  its  maximum  is  reached.  M  the 
beginning  of  the  stroke  in  the  other  direction  its 
strength  and'  recoil  are  greatest  at  the  moment  when 
both  are  most  needed,  and  gradually  decrease  until 
the  minimum  is  reached  at  the  end  of  the  stroke. 
Thus,  a  nearly  uniform  stress  on  the  cord  is  main- 
tained throughout  each  revolution  of  the  engine. 

The  drum  24  and  its  appurtenances,  except  the 
drum  spring,  are  similar  in  design  and  function  to 
like  parts  of  other  indicators  and  need  not  be  particu- 
larly described.  All  the  moving  parts  are  designed 
to  secure  sufficient  strength  with  the  utmost  lightness, 
by  which  the  effect  of  inertia  and  momentum  is 
reduced  to  the  least  possible  amount. 

The  Crosby  indicator  is  made  with  a  drum  one  and 


LOCOMOTIVE  APPLIANCES.  391 

one-half  inches  in  diameter,  this  being  the  correct  size 
for  high  speed  work,  and  answering  equally  well  for 
low  speeds.  If,  however,  the  indicator  is  to  be  used 
only  for  low  speeds  and  a  longer  diagram  is  preferred, 
it  can  be  furnished  with  a  two-inch  drum. 

All  improved  Crosby  indicators  are  changeable 
from  right-hand  to  left-hand  instruments,  if  occasion 
requires. 

TABOR  STEAM  ENGINE  INDICATORS. 

The  steam  engine  indicators  that  have  come  into 
prominent  use  have  one  essential  plan  of  construction. 
There  is  a  steam  cylinder  and  a  paper  drum.  The 
steam  cylinder  is  designed  to  connect  with  the  interior 
of  the  engine  cylinder  and  to  receive  steam  whenever 
the  engine  receives  it.  A  piston,  which  is  enclosed  in 
the  indicator  steam  cylinder,  communicates  motion  to 
a  pencil  arranged  to  move  in  a  straight  line,  the 
amount  of  movement  being  limited  by  the  tension  of 
a  spiral  spring  against  which  the  piston  acts.  The 
paper  drum  is  a  cylindrical  shell  mounted  on  its  axis, 
and  is  made  to  turn  forward  and  backward  by  a 
motion  derived  from  the  cross-head  of  the  engine.  A 
sheet  of  paper  or  card,  as  it  is  named,  is  stretched 
upon  the  drum,  and  the  pencil  is  brought  to  bear  upon 
it.  In  this  manner  the  instrument  traces  upon  the 
paper  a  figure  outline,  termed  the  indicator  diagram, 
which  is  the  object  sought.  Since  the  motion  of  the 
paper  drum  is  made  to  coincide  with  that  of  the  piston 
of  the  engine,  and  the  height  to  which  the  pencil  rises 
varies  according  to  variations  in  the  force  of  the 
steam,  the  indicator  diagram  presents  a  record  of  the 


G02  LOCOMOTIVE  APPLIANCES. 

pressure  of  steam  in  the  engine  cylinder  at  every 
point  of  the  stroke. 

To  obtain  well-defined  diagrams  with  instruments 
of  this  description,  it  has  been  found  desirable  to 
employ  a  spring  of  high  tension,  so  as  to  permit  but  a 
small  movement  of  the  piston.  That  a  suitable 
height  of  the  diagram  may  be  obtained,  this  plan 
requires  the  multiplication  of  the  movement  of  the 
piston.  In  the  means  that  are  employed  for  accom- 
plishing this  result,  still  preserving  a  straight  line 
movement,  the  various  forms  of  indicators  that  have 
been  extensively  used  find  their  essential  differences. 

The  Richards  indicator,  the  first  instrument  of  this 
kind  that  came  into  use,  depended  for  the  multiplica- 
tion of  the  movement  upon  two  levers,  pivoted  at 
opposite  ends,  and  connected  by  a  bar  carrying  the 
pencil:  One  of  the  levers  at  a  point  near  the  pivoted 
end  received  the  motion  of  the  piston.  The  use  of  this 
indicator  upon  engines  running  at  high  speed  showed 
that  the  momentum  of  the  multiplying  device  pro- 
duced a  disturbance  in  the  action  of  the  instrument 
which  made  the  diagram  inaccurate. 

The  object  sought  by  the  inventor  of  the  Tabor 
indicator  was  to  better  adapt  the  instrument  to  the 
attainment  of  smooth  and  accurate  diagrams  at  high 
speeds.  He  endeavored  to  provide  a  movement 
having  such  few  parts,  and  those  of  such  light  weight, 
that  a  quick  response  to  the  action  of  the  steam  pres- 
sure should  occur  at  any  speed  liable  to  be  met  in 
practice.  The  employment  of  high  speeds  is  now  of 
frequent  occurrence  on  stationary  and  marine 
engines,  and  suitable  provisions  for  indicating^  in 
those  cases  have  become  a  recognized  necessity. 


LOCOMOTIVE  APPLIANCES.  393 

Description. — A  prominent  feature  of  the  Tabor 
indicator  lies  in  the  means  employed  to  communicate 
a  straight-line  movement  to  the  pencil.  A  stationary 
plate  containing  a  curved  slot  is  firmly  secured  in  an 
upright  position  to  the  cover  of  the  steam  cylinder. 
This  slot  serves  as  a  guide  and  controls  the  motion  of 
the  pencil  bar.  The  side  of  the  pencil  bar  carries  a 


FIG.  1. 
Tabor  Indicator  Fitted  with  Drum  Stop  Attachment. 

roller  which  turns  on  a  pin,  and  this  is  fitted  so  as  to 
roll  freely  from  end  to  end  of  the  slot.  The  curve  of 
the  slot  is  so  formed,  and  the  pin  attached  to  such  a 
point,  that  the  end  of  the  pencil  bar  which  carries  the 
pencil  moves  up  and  down  in  a  straight  line  when 
the  roller  is  moved  from  one  end  of  the  slot  to  the  other. 
The  curve  of  the  slot  just  compensates  the  tendency  of 


394  LOCOMOTIVE  APPLIANCES. 

the  pencil  point  to  move  in  a  circular  arc,  and  a 
straight-line  motion  results.  The  outside  of  the 
curve  is  nearly  a  true  circle,  with  a  radius  of  one  inch. 

The  steam  cylinder  and  the  base  of  the  paper  drum 
are  made  in  one  casting.  Inside  the  steam  cylinder  is 
a  movable  lining  cylinder  within  which  the  piston  of 
the  indicator  works.  This  cylinder  is  attached  by 
means  of  a  screw-thread  at  the  bottom,  and  openings 
on  opposite  sides  at  the  top  are  provided  for  the  intro- 
duction of  a  tool  for  screwing  it  in  or  out.  Openings 
through  the  sides  of  the  outer  cylinder  are  provided  to 
allow  the  steam  which  leaks  by  the  piston  to  escape. 

The  pencil  mechanism  is  carried  by  the  cover  of  the 
outside  cylinder.  The  cover  proper  is  stationary,  but 
a  nicely  fitted  swivel  plate,  which  extends  over  nearly 
the  whole  of  the  cover,  is  provided,  and  to  this  plate 
the  direct  attachment  of  the  pencil  mechanism  is 
made.  By  means  of  the  swivel  plate  the  pencil 
mechanism  may  be  turned  so  as  to  bring  the  pencil 
into  contact  with  the  paper  drum,  as  is  done  in  the  act 
of  taking  a  diagram;  this  pencil  mechanism  is 
attached  to  the  swivel  by  means  of  the  vertical  plate 
containing  the  slot  which  has  been  referred  to,  and  a 
small  standard  placed  on  the  opposite  side  of  the 
swivel  for  connecting  the  back  link.  The  slotted 
plate  is  backed  by  another  plate  of  similar  size,  which 
serves  to  receive  the  pressure  brought  to  bear  on  the 
pencil  bar  when  taking  diagrams,  and  to  keep  the 
pencil  bar  in  place.  The  pencil  mechanism  consists 
of  three  pieces:  the  pencil  bar,  the  back  link,  and  the 
piston  rod  link.  The  two  links  are  parallel  with  each 
other  in  every  position  they  may  assume.  The 
lower  pivots  of  these  links  and  the  pencil  point  are 


LOCOMOTIVE  APPLIANCES.  395 

always  in  the  same  straight  line.  If  an  imaginary 
link  be  supposed  to  connect  the  two  in  such  a  manner 
as  to  be  parallel  with  the  pencil  bar,  the  combination 
would  form  an  exact  pantograph.  The  slot  and  roller 
serve  the  purpose  of  this  imaginary  link;  the  connec- 
tion between  the  piston  and  the  pencil  mechanism  is 
made  by  means  of  a  steel  piston  rod.  At  the  upper 
end,  where  it  passes  through  the  cover,  it  is  hollow, 
and  has  an  outside  diameter  measuring  three- 
sixteenths  of  an  inch.  At  the  lower  end  it  is  solid, 
and  its  diameter  is  reduced.  It  connects  with  the 
piston  through  a  ball-and-socket  joint.  The  socket 
forms  an  independent  piece,  which  fits  into  a  square 
hole  in  the  center  of  the  piston,  and  is  fastened  by 
means  of  a  central  stem  provided  with  a  ecrew,  which 
passes  through  the  hole  and  receives  a  nut  applied 
from  the  under  side.  The  nut  has  a  flat-sided  head, 
so  as  to  be  readily  operated  with  the  fingers.  A 
number  of  shallow  grooves  are  cut  upon  the  outside  of 
the  piston  to  serve  as  a  so-called  water  packing. 

One  of  the  most  important  features  of  an  indicator 
is  its  parallel  motion.  The  correctness  of  the  parallel 
motion  of  the  Tabor  indicator  is  such  that  at  all  times, 
and  at  every  point  on  the  diagram  within  the  reach  of 
the  pencil  point,  the  extreme  end  of  the  pencil  bar  will 
record  a  vertical  travel  or  movement  of  just  five  times 
that  of  the  indicator  piston. 

The  springs  used  are  .of  the  duplex  type,  made  of 
two  spiral  coils  of  wire,  strongly  held  at  their  ends  in 
brass  fittings.  The  wires  are  so  mounted  that  the 
ends  of  each  coil  are  connected  on  opposite  sides  of  the 
fitting.  This  arrangement  equalizes  side  strain  on 
the  spring,  and  insures  the  piston  moving  central  in 


396  LOCOMOTIVE  APPLIANCES. 

the  cylinder,  thus  avoiding  excessive  friction  caused 
by  a  single  coil  spring,  in  forcing  the  piston  against 
the  side  of  the  cylinder.  The  threads  by  which  the 
spring  is  connected  are  cut  on  the  inside  of  its  fittings, 
and  suitable  threaded  projections  on  the  under  side 
of  the  cover  and  on  the  upper  side  of  the  piston, 
respectively,  are  provided  for  securing  the  spring  in 
place.  These  springs  are  adjusted  under  steam 
pressure,  and  are,  consequently,  correct  only  when 
used  with  steam. 

The  paper  drum  turns  on  a  vertical  steel  shaft, 
secured  at  the  lower  end  to  the  frame  of  the  indicator. 
This  drum  is  supported  at  the  bottom  by  a  carriage, 
which  has  a  long  vertical  bearing  on  the  shaft.  It  is 
guided  at  the  top  by  the  same  shaft,  which  is  length- 
ened for  this  purpose,  the  drum  being  closed  in  at  the 
top  and  provided  with  a  central  bearing.  The  drum 
is  held  in  place  by  a  close  fit  in  the  usual  manner,  and 
is  easily  removed  by  the  hand  when  desired.  Stops 
are  provided  on  the  inside  of  the  drum  at  the  bottom, 
with  openings  in  the  outside  of  the  carriage  to  corre- 
spond, so  as  to  prevent  the  drum  from  slipping.  These 
are  so  placed  that  the  position  of  the  drum  may  be 
changed  so  as  to  take  diagrams  in  the  reverse  position 
of  the  pencil  mechanism,  when  so  desired.  The  drum 
is  made  of  thin  brass  tubing,  so  as  to  be  extremely 
light.  Spring  clips  are  attached  to  the  drum  for  hold- 
ing the  paper. 

The  drum  carriage  projects  below  the  lower  end  of 
the  drum,  where  it  is  provided  with  a  groove  for  the 
reception  of  the  driving  cord.  This  groove  has 
sufficient  width  for  two  complete  turns  of  the  cord. 
The  drum  spring,  by  which  the  backward  movement 


LOCOMOTIVE  APPLIANCES.  397 

of  the  drum  is  accomplished,  consists  of  a  flat  spiral 
spring  of  the  watch  spring  type,  placed  in  a  cavity 
under  the  drum  carriage  encircling  the  bearing.  It  is 
attached  at  one  end  to  the  frame  below,  and  at  the 
other  end  to  the  drum  carriage.  In  its  normal  position 
the  drum  carriage  is  kept  against  a  stop  by  means  of 
the  pull  of  the  spring.  The  lower  hub  of  the  drum 
carriage  rests  directly  on  the  spring  case,  while  the 
opposite  hub  is  in  contact  with  a  knurled  thumb  nut 
screwed  and  pinned  to  the  central  drum  shaft.  This 
thumb  nut  serves  as  a  convenient  means  for  winding 
or  unwinding  the  paper  drum  spring,  as  by  loosening 
the  thin  hexagon  nut  on  the  under  side  of  the  arm  to 
which  the  spring  case  is  secured  by  it,  the  thumb  nut 
can  then  be  turned  in  either  direction  until  just  the 
desired  tension  of  the  spring  is  obtained,  when  the 
thin  nut  should  again  be  firmly  tightened. 

A  simple  form  of  carrier  pulley  serves  to  guide  the 
driving  cord  on  to  the  drum  from  any  direction.  A 
single  pulley  is  mounted  within  a  circular  perpen- 
dicular plate,  and  the  hole  in  the  center  of  which 
coincides  with  the  center  of  the  driving  cord  with  the 
periphery  of  the  pulley.  The  plate  can  be  turned 
about  its  center  so  as  to  swing  the  pulley  into  any 
desired  angular  position,  and  thereby  lead  the  cord 
off  in  any-  desired  direction.  The  plate  is  held  by  a 
circular  frame,  which  serves  also  as  a  clamp,  and  the 
pulley  is  fixed  in  position  by  the  use  of  the  same  nut 
which  secures  the  frame  to  the  pulley  arm. 

The  instrument  is  attached  by  means  of  a  coupling 
having  but  one  thread.  It  is  simple,  like  a  common 
pipe  coupling,  and  is  operated  by  simply  turning  it  in 
the  proper  direction,  without  exercising  that  care 


398  LOCOMOTIVE  APPLIANCES. 

which  the  use  of  couplings  having  double  threads 
requires.  The  indicator  cock  is  provided  with  a  stop 
so  as  to  turn  only  the  ninety  degrees  needed  for  open- 
and  shutting.  A  complete  revolution  of  the  cock  is 
impossible. 

The  pressure  of  the  pencil  on  the  paper  drum  is 
regulated  by  means  of  a  screw  which  passes  through 
a  projection  on  the  slot  plate,  and  strikes  against  a 
small  stop  provided  for  the  purpose  and  secured  to  the 
frame.  This  screw  is  operated  by  a  handle  of  suffi- 
cient size  to  be  readily  worked  by  the  fingers,  which 
also  serves  as  a  handle  for  turning  the  pencil  mech- 
anism back  and  forth,  as  is  done  in  the  act  of  taking 
diagrams.  The  screw,  with  handle,  may  be  intro- 
duced and  worked  from  either  side,  so  as  to 
use  the  pencil  mechanism  on  either  side  of  the 
paper  drum. 

The  end  of  the  pencil  bar  is  shaped  in  the  form  of  a 
thin  tube  for  the  reception  of  the  pencil  lead  or  metallic 
marking  point.  The  tube  is  split  apart  on  the  side 
and  yields  to  the  slight  pressure  required  to  introduce 
the  pencil  from  either  side,  so  as  to  mark  on  either 
side  of  the  paper  drum  desired. 

Ashcroft  Reducing  Wheels. — To  insure  an  accurate 
reduction  of  the  stroke  of  an  engine  to  the  desired 
length  of  the  indicator  diagram  to  be  taken  therefrom, 
a  reliable  reducing  motion  is  essential.  Various 
modifications  of  the  pendulum  lever,  pantographs 
and  other  combinations  are  employed  to  accomplish 
this  result,  often  with  accuracy  when  they  are  used 
under  favorable  conditions.  The  "wheel"  has  proved 
a  much  more  reliable  and  satisfactory  reducing 
motion  than  any  of  the  other  kinds,  and  during  the 


LOCOMOTIVE  APPLIANCES. 


399 


last  few  years  it  has,  to  a  great  extent,  superseded  all 
other  devices  for  the  same  purpose. 

The  illustration  herewith,  Fig.  2,  represents  an 
independent  reducing  wheel  motion,  so  made  that 
it  can  be  applied  not  only  to  Tabor  but  other  indi- 
cators. 

The  device  consists  of  a  base  K7  with  two  standards 
for  the  bearings  for  the  worm  shaft  R.  The  base  is 


u 


FIG.  2. 
Ashcrof"  Reducing  Wheel. 

extended  to  provide  a  support  for  the  worm  gear  disc 
G,  to  which  the  cord  E  from  the  indicator  paper  drum 
is  secured  in  a  manner  as  illustrated.  A  pulley  0,  of 
suitable  diameter  for  the  stroke  of  the  engine,  is 
loosely  mounted  on  the  worm  shaft  R,  to  which  pulley 
one  end  of  the  separate  driving  cord  C  is  secured,  the 
other  end  of  the  cord  being  connected  either  direct  to 
the  engine  cross-head  to  a  standard  bolted  thereto,  or 


400  LOCOMOTIVE  APPLIANCES. 

to  any  other  part  of  the  engine  having  a  coincident 
motion.  From  whatever  point  selected  for  attaching 
the  cord,  it  is  necessary  that  the  cord  run  in  a  line 
practically  parallel  with  the  travel  of  the  engine  cross- 
head  for  a  distance  of  at  least  the  length  of  the  engine 
stroke, 

A  small  flat  coil  spring,  located  in  the  spring  case 
D,  is  connected  to  the  pulley  0  by  means  of  a  disc  (not 
shown  in  illustration)  for  the  sole  purpose  of  rewind- 
ing upcn  the  pulley  the  slack  cord  that  would  other- 
wise occur  during  the  inward  stroke  of  the  engine. 
When  in  operation  the  entire  mechanism  is  returned 
to  its  normal  position  at  the  termination  of  the  inner 
stroke  of  the  engine  at  each  revolution,  by  the  action 
of  the  spring  inside  the  paper  drum  of  the  indicator. 
When  ready  to  operate,  and  just  before  engaging  the 
clutch  by  means  of  swivel  collar  [/,  the  knurled  disc 
on  top  should  be  turned  around  slightly  to  advance 
the  paper  drum  of  the  indicator  sufficiently  to  avoid 
the  drum  striking  against  its  stop  upon  its  return 
motion. 

Drum  Stop  Attachment. — This  attachment  is 
shown  in  Fig.  1,  and  is  for  the  purpose  of  starting  and 
stopping  the  indicator  paper  drum  at  all  times  without 
unhooking  the  actuating  cord.  It  consists  of  an  arm 
attached  to  a  part  of  the  indicator  by  a  screw.  A 
slide  is  adjustable  on  the  arm,  and  upon  it  is  mounted 
a  cord  pulley  for  directing  the  actuating  cord  around 
the  paper  drum  of  the  indicator.  Said  slide  can  be 
instantly  secured  in  any  desired  position  on  the  arm 
by  the  thumb  nut  and  washer. 

The  manner  of  connecting  and  operating  the 
attachment  is  as  follows:  The  actuating  cord  from 


LOCOMOTIVE  APPLIANCES.  401 

any  ordinary  form  of  reducing  motion  connected  with 
the  engine  is  passed  around  the  cord  pulley,  thence  on 
the  paper  drum  of  the  indicator.  When  the  slide  is  at 
its  inner  position  no  motion  will  be  transmitted  to  the 
paper  drum,  but  by  taking  hold  of  the  thumb  nut  and 
moving  the  slide  outward  on  the  arm,  it  will  cause  the 
paper  drum  to  rotate  back  and  forth  in  the  usual  way 
while  taking  a  card.  At  any  convenient  position  on 
the  actuating  cord  there  is  superposed  a  rubber  band 
for  the  purpose  of  taking  care  of  any  slack  in  the  cord 
when  the  slide  is  at  its  extreme  inner  position  and 
paper  drum  at  rest,  thus  avoiding  any  unhooking 
of  the  actuating  cord  during  the  time  of  operating  the 
indicator  in  making  tests. 

Electric  Attachment. — In  making  complete  and 
reliable  tests  of  steam  power  from  any  and  all  classes 
of  engines,  wherever  it  is  necessary  to  use  two  or  more 
indicators  for  the  purpose,  it  requires  some  convenient 
and  rapid  means  of  operating  them  so  that  all  cards 
taken  at  any  particular  stroke  of  the  engine  will 
commence  and  leave  off  in  the  same  interval  of  time. 
The  cut  represents  a  simple  electrical  attachment  as  it 
is  applied  to  the  Tabor  indicator  for  this  purpose  to 
enable  the  operator  to  produce  diagrams  from  one  or 
more  indicators  simultaneously  during  the  same 
stroke  of  the  engines,  and  from  any. number  of  cylin- 
ders by  simply  pressing  a  button  arranged  to  close 
the  electrical  circuit. 

The  attachment  consists  of  a  magnet  support  *S,> 
which  is  clamped  to  the  body  of  the  indicator  and  held 
in  place  by  the  set-screw  E.  A  magnet  M  is  secured 
to  the  support,  also  binding  screws  C  and  spring  D. 
An  armature  A  is  mounted  on  the  rod  B,  and  adjusted 

26 


402 


LOCOMOTIVE  APPLIANCES 


to  coincide  with  the  magnet  M,  and  then  secured  to  the 
rod  B  by  the  small  set-screw  in  the  armature  for  that 
purpose.  The  rod  B  is  screwed  into  the  upright  on 
the  swivel  plate  of  the  indicator,  and  any  movement  of 
the  armature  A  produces  a  similar  movement  of  the 
pencil  toward  or  from  the  paper  drum.  The  spring  D 


Tabor  Indicator  Fitted  with  Houghtaling  Reducing  Motion 
and  Electric  Attachment. 

is  for  the  purpose  of  holding  the  armature  within  the 
field  of  the  magnet  before  the  current  is  established, 
and  also  to  quickly  release  it  when  the  current  from 
the  battery  is  broken. 

The    improved    device    is  easily  attached  to  or 
detached  from  the  indicator  in  a  few  seconds.     By 


LOCOMOTIVE  APPLIANCES. 


403 


removing  the  cap  that  supports  the  pencil  movement 
of  the  indicator  and  slackening  the  set-screw  E  of  the 
support  S,  the  attachment  is  readily  removed.  Its 
connection  with  the  indicator  does  not  in  any  way 
interfere  with  the  usual  speedy  and  convenient  means 
of  adjusting  the  diagram  paper  to,  or  removing  it 
from,  the  paper  holding  drum,  or  the  changing  of  a 
spring  in  the  instrument.  It  can  be  used  on  either 
right-hand  or  left-hand  indicators  with  equal  facility 
by  reversing  the  magnet  support  S  and  the  magnet  M, 
the  latter  being  secured  to  its  supporting  shelf  by  two 
small  screws.  Any  one  of  the  well-known  batteries  in 
the  market  (either  dry  .or  liquid)  will  be  ample  to 
operate  a  single  indicator  where  the  circuit  is  short. 

THE  THOMPSON  STEAM  ENGINE  INDICATOR. 

The  original  Thomp- 
son indicator  was  pat- 
ented in  1875,  but  has 
been  considerably  im- 
proved upon  from  time 
to  time. 

The  radical  improve- 
ments, as  made  in  the 
old  style  Thompson 
indicator,  consist  of 
lightening  the  moving 
parts,  substituting 
steel  screws  in  place 
of  taper  pins,  using  a 
very  light  steel  link  in- 
stead of  a  large  brass 
one,  reducing  the  FlG  L  The Thompson  indicator, 


404 


LOCOMOTIVE  APPLIANCES. 


weight  of  the  pencil  lever,  also  weight  of  squares 
on  trunk- of  piston  and  lock-nut  on  end  of  spindle, 
and  increasing  the  bearing  on  connection  of 
parallel  motion.  By  shortening  the  length  and 
reducing  the  actual  weight  of  the  paper  cylinder 
just  one-half,  and  by  shortening  the  bearing  on 
spindle,  also  lowering  the  spring  casing  to  a  nearer 


FIG.  2. 

The  Thompson  Indicator. 
(Sectional  View.) 

plane  to  that  in  which  the  cord  runs,  the  momentum 
of  the  paper  cylinder  has  been  reduced  to  a  very  small 
amount.  All  of  these  improvements  have  lessened 
the  amount  of  friction,  which  was  heretofore  very 
small,  but  is  now  reduced  to  a  minimum;  and  further- 
more, they  tend  to  improve,  on  the  whole,  an  instru- 
ment whose  principle  has  always  been  of  undoubted 
correctness. 


LOCOMOTIVE  APPLIANCES. 


405 


READING  INDICATOR  DIAGRAMS. 

While  the  diagram  is  solely  a  graphic  representa- 
tion of  the  pressure  in  the  cylinder,  and  only  one  side 
of  the  cylinder,  still  by  a  knowledge  of  the  various 
operations  of  the  locomotive  slide  valve  much  valuable 
information  is  gained. 

In  the  diagram,  Fig.  1,  the  line  D  D  is  the  atmos- 
pheric line,  and  is  made  by  setting  the  indicator  drum 
in  motion  when  there  is  no  connection  open  between  the 
locomotive  cylinder  and  the  indicator  piston.  The 
pressures  indicated  by  lines  above  and  below  this  line 
from  which  measurements  are  taken  are  those  above 


or  below  atmospheric  pressure.  The  line  V  V  is  the 
zero  line  fourteen  and  seven- tenths  pounds  below  line 
D  D,  and  drawn  by  hand  after  the  card  is  taken.  A  C 
is  the  "admission  line."  Steam  is  first  admitted  to  the 
cylinder  at  C,  hence  that  is  called  the  "point  of  admis- 
sion." A  B  is  the  "steam  line."  B  is  the  "point  of 
cut  off,"  after  which  the  pressure  in  the  cylinder  drops 
in  expanding;  hence,  B  E  is  the  "expansion  line." 
At  point  E  the  exhaust  port  begins  to  open  and  is  thus 
called  the  "point  of  initial  exhaust,"  or  "point  of 
release."  The  exhaust  continues  to  the  end  of  the 
stroke  at  X.  X  Y  is  the  line  of  "back  pressure."  The 


406 


LOCOMOTIVE  APPLIANCES. 


exhaust  port  closes  at  Y  and  compression  begins, 
Y  C  being  the  compression  line. 

The  slightest  irregularities  in  the  steam  distribu- 
tion of  a  valve  may  thus  be  readily  detected  by  taking 
an  indicator  card  at  a  not  too  great  speed. 

It  is  customary  to  take  an  indicator  diagram  from 
each  end  of  the  cylinder,  upon  the  same  card.  The 
taking  of  the  second  card  follows  the  first  as  quickly 
as  the  three-way  cock  can  be  moved.  Having  the 
two  indications  on  one  card  enables  the  variations 
between  the  steam  distribution  in  the  two  ends  of  the 
cylinder  to  be  readily  detected. 


The  diagram,  Fig.  2,  shows  unequal  steam  distri- 
bution in  the  two  ends  of  the  cylinder.  Looking  at 
card  //  we  can  see  that  the  exhaust  port  closes  too 
early  and  compression  exceeds  the  steam  chest  pres- 
sure (as  shown  by  the  loop),  which  causes  the  valve 
to  raise  off  its  seat.  This  card  of  itself  would  indi- 
cate too  great  inside  lap,  but  by  noting  card  0  it  is 
seen  that  there  is  no  compression  at  the  other  end  of 
the  cylinder.  Hence  before  any  change  is  made  the 
blades  should  be  adjusted  to  equalize  the  two  cards. 
It  is  always  advisable  to  equalize  the  distribution  in 
both  ends  of  the  cylinder  before  altering  the  eccen- 
trics or  the  valve  itself. 


t 

LOCOMOTIVE  APPLIANCES.  .  407 

THE  BOYER  SPEED  RECORDER. 

The  principal  parts  of  this  machine  consist  of  a 
rotary  pump,  a  cylinder  and  a  piston.  Oil  is  used  as  a 
circulating  medium,  the  pump  chambers  and  cylinder 
being  entirely  filled.  While  the  machine  is  at  rest 
the  piston  to  which  the  gauge  wire  and  pencil  are 
attached  is  retained  in  its  lowest  position  by  two  coil 
springs,  but  when  given  motion  the  pump  produces  a 
pressure  of  oil  beneath  the  piston,  causing  it  to  rise  to 
a  point  where  an  equilibrium  is  established  between 
the  pressure  of  oil  and  the  tension  of  the  springs,  this 
point  being  determined  by  the  speed  at  which  the 
pump  is  moved — each  thirty-second  of  an  inch  rise  of 
the  piston  indicating  a  speed  of  one  mile  per  hour. 
Moving  around  a  drum  in  the  upper  part  of  the  ma- 
chine, at  the  rate  of  one-half  inch  to  the  mile,  is  a 
ribbon  of  paper,  having  thereon  horizontal  and  per- 
pendicular lines,  each  horizontal  line  from  the  base  or 
zero  line  representing  five  miles  per  hour,  and  each 
perpendicular  line  a  mile  post  along  the  road. 

If  the  locomotive  is  moving  at  the  rate  of  twenty 
miles  per  hour  the  pencil  will  trace  its  mark  on  the 
fourth  line  from  the  base  or  zero;  and  for  every  mile 
traveled  the  paper  will  move  under  the  pencil  one-half 
inch,  or  the  exact  distance  from  one  perpendicular 
line  to  another. 

By  examining  the  chart,  the  exact  speed  at  which 
the  train  passed  any  point  on  the  road,  the  number 
and  location  of  stops,  the  distance,  speed  and  location 
of  any  backward  movement  that  may  have  been 
made,  can  be  determined  at  a  glance. 

In  the  cab  of  the  locomotive,  in  view  of  the  engineer, 


408 


LOCOMOTIVE  APPLIANCES. 


is  placed  a  gauge  similar  in  appearance  to  a  steam 
gauge,  the  needle  of  which  points  to  the  number  of 
miles  per  hour  the  locomotive  is  moving.  This  is 
connected  to  the  piston  of  the  machine  by  a  small  wire 


: 


FJG.  1. 
Boyer  Railway  Speed  Recorder. 


enclosed  in  a  one-eighth  inch  gas  pipe.  This  pipe 
runs  straight,  except  where  necessary  to  malce  a 
distinct  bend,  when  an  elbow  of  suitable  angle,  con- 
taining a  sheave  for  the  wire  to  run  ovor,  is  inserted. 


LOCOMOTIVE  APPLIANCES. 


409 


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410  LOCOMOTIVE  APPLIANCES. 

The  recorder  can  be  placed  in  a  special  car  or 
caboose  when  desired. 

The  size  of  recorder  is  nine  inches  long,  seven  and 
one-half  inches  wide  and  nine  and  one-fourth  inches 
high.  All  the  parts  are  made  with  the  greatest  accu- 
racy, and  are  interchangeable. 

Every  machine  is  set  up  at  the  factory  and  accu- 
rately adjusted  up  to  ninety  miles  per  hour. 

The  charts  are  wound  on  wooden  spools,  and  are 
made  in  various  lengths  up  to  one  thousand  miles. 

If  the  recorder  is  properly  applied,  the 'chart  will 
show  the  actual  mileage  made,  as  well  as  the  speed 
at  all  points  on  the  run. 

Application  of  recorder. — In  applying  a  Boyer 
speed  recorder  to  a  locomotive  with  a  four-wheel 
truck,  it  should  be  bolted  on  the  frame  over  the 
rear-truck  axle,  with  wheel  inward.  It  is  usually 
necessary  to  bolt  a  plate  of  iron  on  the  frame  and  to 
set  the  recorder  on  that  in  order  to  get  it  far  enough  in 
for  the  belt  to  pass  the  truck-box.  The  pulley  to 
drive  the  machine  should  be  clamped  on  the  axle,  in 
line  with  the  machine  pulley. 

This  pulley  is  in  two  pieces,  with  a  liner  between  at 
one  side,  and  should  be  bored  to  fit  loosely  on  the 
turned  part  of  the  axle,  and  when  clamped  around  the 
axle,  the  liner  should  be  left  out. 

When  necessary  to  move  the  pulley  along  the  axle 
there  need  be  only  one  bolt  loosened. 

In  applying  recorder  to  an.  engine  with  a  pony 
truck,  a  disc  of  suitable  diameter,  with  groove  in  edge 
for  the  belt,  should  be  fastened  to  the  end  of  the  axle, 
with  a  cap-screw  in  center.  The  recorder,  in  this  case, 
may  be  placed  on  the  wheel-guard. 


LOCOMOTIVE  APPLIANCES.  411 


1 


412  LOCOMOTIVE  APPLIANCES. 

After  the  machine  has  been  secured  in  position, 
place  the  gauge  in  the  cab  where  it  may  be  easily  seen 
by  the  engineer.  (It  may  be  fastened  on  the  same 
bracket  that  holds  the  steam-gauge.) 

Before  the  gauge  can  be  fastened  it  is  necessary  to 
remove  the  dial,  in  order  to  put  the  screws  for  fasten- 
ing through  the  countersunk  holes  in  back. 

(The  dial  can  be  removed  from  the  gauge  by  loosen- 
ing the  screws  and  turning  it  around  until  the  notch 
will  pass  one  of  the  screw  heads.) 

After  fastening  the  gauge,  run  a  one-eighth-inch 
gas  pipe  from  it  to  the  recorder.  Get  it  straight  as 
possible,  using  the  elbows  containing  sheaves 
wherever  necessary.  The  pipe  may  be  carried  along 
directly  under  the  hand  rail  and  firmly  secured  thereto 
by  clamps  or  fastened  on  the  running-board. 

Before  the  pipe  is  screwed  together  there  should  be  a 
thread  or  small  cord  passed  through  each  piece,  the 
ends  tied  together  and  drawn  in.  After  the  pipe, 
recorder  and  gauge  are  in  position,  the  needle  of  the 
gauge  should  be  connected  with  the  machine  by 
means  of  the  fine  phosphor-bronze  wire  accompanying 
the  recorder.  Take  a  piece  of  this  wire,  long  enough 
to  make  the  connection,  with  about  fifteen  inches  of 
silk  cord  attached  to  one  end  and  stretch  the  wire 
about  f  our  per  cent.;  attach  the  silk  cord  to  the  thread, 
which  is  in  the  pipe  at  the  gauge,  and  draw  the  wire 
through,  being  careful  not  to  get  it  kinked. 

Place  the  loop  in  end  of  cord  on  the  cross-head  hook 
after  passing  under  the  small  sheave  in  the  front  of 
machine;  then  pass  the  wire  around  sheave  in  the 
gauge  out  through  the  notch  at  the  side  and  around 
the  small  screw;  then  turn  the  sheave  to  the  left  about 


LOCOMOTIVE  APPLIANCES.  413 

half  an  inch  so  as  to  bring  tension  on  the  wire,  and 
fasten  the  end  by  tightening  down  the  screw,  around 
which  the  wire  is  drawn.  This  done,  take  the  silk 
cord  from  the  hook  on  the  recorder,  move  it  up  and 
down,  and  if  it  moves  perfectly  free  return  it  to  the 
hook,  then  put  the  hand  on  the  gauge  with  the  point  at 
zero. 

It  will  be  well  to  note  the  manner  in  which  the  tem- 
porary piece  of  wire  is  attached  to  gauge,  which  is  left 
there  for  the  purpose  of  showing  the  mode  of  fastening 
and  should  be  removed  before  attaching  the  perma- 
nent wire. 

It  is  very  important  to  have  the  inside  of  the  pipe 
free  from  loose  scale  and  dirt,  as  it  may  lodge  in  the 
ells  and  prevent  the  free  movement  of  the  sheaves. 

In  replacing  the  dial,  zero  can  be  placed  at  lowest 
point  and  the  head  put  on  to  suit. 

If,  after  the  recorder  has  been  run  for  a  time,  and  the 
hand  does  not  come  to  zero  when  the  machine  is  at 
rest,  the  hand  should  be  taken  off  and  placed  right 
without  disturbing  the  wire: 

When  not  convenient  to  put  the  machine  on  frame 
of  engine,  it  may  be  placed  in  front  of  the  cylinder  and 
power  taken  from  a  thin  pulley  screwed  on  the  end  of 
the  front  axle  outside  of  wheel— the  same  as  on  engine 
with  pony  truck. 

The  recorder  when  put  in  a  car  is  usually  placed  on 
the  floor,  the  gauge  at  a  convenient  height  to  be  seen, 
and  the  belt  run  down  through  the  floor  to  the  pulley 
on  the  axle.  In  this  case  the  belt  and  recorder  pulley 
should  be  boxed  on  the  inside  of  the  car  to  prevent  dust 
from  coming  up. 

It  is  usually  found  necessary  to  place  the  machine 


414  LOCOMOTIVE  APPLIANCES. 

within  eighteen  inches  of  the  center  of  the  car,  so  as  to 
get  the  belt  around  the  axle  inside  of  the  truck  tim- 
bers.   The  recorder  may  be  placed  just  behind  the 
door,  almost  against  the  end  of  the  car,  allowing 
enough  space  to  open  the  case. 

If  it  is  more  convenient  to  have  the  pulley  on  the 
opposite  side  of  machine,,  as  in  case  of  its  application 
to  engine  with  pony  truck,  it  can  be  so  placed  by 
removing  the  spool  plate  and  loosening  the  set  screw 
that  holds  the  clutch  in  center  of  shaft,  then  remove 
the  shaft  and  end  bearings  and  reverse  them.  The 

worms  and  clutch  collar 
should  be  left  in  position. 
Recorder  pulley.— The 
flange  M-3  is  screwed 
onto  the  main  part  M-l, 
and  is  held  in  position 
by  latch  M-4.  The  di- 
ameter is  adjusted,  or  the 
point  at  which  the  belt 
FIG.  a  runs  is  varied,  by  mov- 

RecorderPullev— Boyer  Speed  Ai       a  f 

Recorder.  mg  the  flange  to  or  from 

the  main  part.  This  adjustment  is  enough  to  allow 
for  a  change  of  about  three  inches  in  the  diameter  of 
a  car  wheel. 

The  belt  should  be  coupled  by  means  of  the  plyers 
furnished,  similar  to  the  manner  in  which  the  coup- 
ling is  fastened  in  one  end  of  the  belt  sent  with  the 
recorder. 

Cut  the  belt  of  such  a  length  that  it  will  require 
stretching  about  eight  per  cent,  to  put  it  in  place. 

Speeding. — The  pulley  on  recorder  should  make  six 
hundred  revolutions  per  mile.  The  diameter  of  this 


LOCOMOTIVE  APPLIANCES.  415 

pulley  is  determined  by  dividing  63,360  (the  number 
of  inches  in  a  mile)  by  the  circumference  of  the  car 
wheel  in  inches,  which  gives  the  number  of  revolu- 
tions of  the  car  wheel  per  mile;  this  result,  multiplied 
by  the  circumference  of  the  axle  pulley  in  inches 
and  the  product  divided  by  600,  will  give  the 
circumference  of  the  adjustable  pulley  on  the 
recorder. 

Example. — Suppose  the  wheel  be  94  inches  in 
circumference  and  the  axle  pulley  17%  inches  in 
circumference,  then  63,360  in.  -:-  94  in.  X  17%  in. 
-H  600  =  19.66  inches,  the  circumference  of  recorder 
pulley. 

To  set  this  pulley  to  the  proper  size,  take  a  piece  of 
wire  belt  the  exact  length  the  circumference  should  be, 
and  adjust  the  flange  of  the  pulley  by  raising  the 
latch  and  turning  it  until  the  ends  of  the  piece  of  belt 
when  passed  around  will  just  meet.  Be  careful  not  to 
stretch  fhe  belt  in  measuring.  The  axle  pulley 
should  be  measured  the  same  way.  (It  would  be 
well  to  measure  the  axle  pulley  before  putting  on 
axle.) 

To  ascertain  the  circumference  of  the  car  wheel,  a 
steel  tape,  or,  in  the  absence  of  this,  a  piece  of  gauge 
wire  may  be  used,  the  size  being  taken  at  the  bearing 
point  of  the  wheel. 

If  the  measuring  of  these  wheels  is  carefully  done, 
the  record  will  show  a  mileage  of  within  one  per  cent, 
of  the  actual  distance  traveled,  and  this  discrepancy 
can  be  rectified  by  a  final  adjustment  of  the  recorder 
pulley. 

Care  of  recorder. — To  fill  the  machine,  lift  it  out  of 
the  case  and  remove  the  lower  spool-plate,  which  is 


416  LOCOMOTIVE  APPLIANCES. 

fastened  by  a  screw  in  the  center  between  the  spool 
spindles.  The  filler-hole  will  be  found  directly  back 
of  the  drum,  plugged  by  a  large-headed  screw; 
remove  this  and  fill  from  the  can  of  circulating  oil 
accompanying  the  machine.  The  spout  of  oil-can 
should  be  screwed  on  loosely,  so  as  to  admit  air  to  the 
can  while  pouring  therefrom.  See  that  the  spout  is 
clean,  and  no  dirt  gets  in  the  machine. 

When  the  machine  is  filled  to  overflow  the  oil  will 
appear  in  the  bottom  of  the  worm-wheel  chambers, 
and  this  excess  will  run  out  through  holes  at  either 
side. 

It  is  important  to  have  the  machine  entirely  filled, 
and  to  insure  this  the  wheel  should  be  turned  while 
the  oil  is  being  poured.  After  the  oil  appears  in  the 
bottom  of  the  worm-wheel  chambers,  the  wheel  should 
be  turned  vigorously  for  a  moment  to  churn  out  the  air 
which  may  be  in  the  machine,  after  which  it  will  take 
more  oil. 

A  small  quantity  of  oil  should  be  added  every  six 
months  to  replace  any  that  may  have  evaporated; 
because,  after  a  length  of  time,  should  the  oil  get 
bolow  a  certain  line  in  the  pump  chamber,  the  machine 
will  record  low. 

In  replacing  the  machine  in  the  case,  be  careful  and 
keep  it  as  near  level  as  possible,  so  as  not  to  spill 
the  oil. 

Worm-wheels,  shaft  and  bearings  should  be  cleaned 
about  every  six  months. 

The  interior  of  the  recorder  should  not  be  disturbed, 
as  it  is  important  that  the  joints  remain  sealed. 

Description  and  care  of  oiler. — The  inner  part  of 
the  paper  drum  is  arranged  to  contain  lubricating 


LOCOMOTIVE  APPLIANCES. 


417 


oil,  and  also  to  gradually  feed  it  to  the  working  parts 
as  the  machine  moves.    The  construction  is  this: 

A  small  tube  J-3  passes  through  the  bottom  of  the 
drum  and  extends  half  way  up  on  the  inside,  to  which 
point  the  drum  is  filled  with  oil.  The  space  above  the 
oil  line  contains  a  plunger  J-4,  which  is  gradually 
lowered  by  the  slow  movement  of  a  screw  <J-5,  the 
latter  being  operated  through  a  ratchet  J-7,  from  an 


FIG.  4.    Oiler— Boyer  Speed  Recorder. 

eccentric  on  the  upper  end  of  the  stationary  shaft  7-2, 
around  which  the  drum  revolves.  The  plunger  does 
not  force  the  oil,  it  simply  displaces  and  keeps  it  high 
enough  to  run  into  the  top  end  of  and  out  through  the 
tube.  When  the  plunger  stops  moving  the  flow  of  oil 
ceases. 

To  fill  the  oiler. — Remove  the  cover  by  taking  out 
the  four  screws  in  the  top,  then  take  off  the  yoke 

27 


418 


LOCOMOTIVE  APPLIANCES. 


J-S  that  operates  the  ratchet  wheel  J-7.  Turn  the 
ratchet  wheel  to  the  right  until  the  plunger  within 
is  drawn  to  the  top,  when  the  wheel  will  stop  turn- 
ing; next,  pour  the  full  contents  of  the  bottle  of 
lubricating  oil  furnished  into  the  large  hole.  The 
spout  of  the  circulating  oil-can  will  serve'as  a  funnel. 
When  the  oiler  is  filled  raise  it  out  of  its  position  so 
that  the  small  tube  J-3,  out  of  which  the  oil  flows,  can 
be  seen;  then  slowly  turn  the  ratchet  wheel  in  the 

direction  that  it  will  be  driv- 
en (to  the  left)  until  the  oil 
starts  to  flow  from  the  lower 
end  of  the  tube;  then  return 
the  oiler  to  position,  put  on 
the  yoke,   right 
side   up,    and 
screw  the  cover 
on. 

When  the  oiler  is  filled  and 
the  plunger  in  its  highest  po- 
sition it  will  require  a  run  of 
about  fifty  thousand  miles 
to  exhaust  the  supply  of  oil. 
At  this  time  the  plunger  will 
have  run  off  the  lower  end  of  the  screw  and  will  be 
in  its  lowest  position.    In  order  to  again  raise  the 
plunger  it  will  be  necessary  to  remove  the  oiler  from 
the  machine  and  invert  it,  so  as  to  start  the  screw 
into  the  plunger,  to  raise  it,  preparatory  to  refilling. 
It  would  probably  be  best  to  refill  the  oiler  every 
six  months,  thereby  insuring  the  mechanism  against 
failure  from  want  of  lubrication. 
The  pencil. — The  pencil  is  brass  wire  and  when  in 


FIG.  5. 

Pencil  Mechanism  Boyer  Speed 
Recorder. 


LOCOMOTIVE  APPLIANCES.  419 

good  condition  makes  a  distinct  line  on  the  prepared 
surface  of  the  paper.  It  is  held  by  friction  and 
forced  against  the  paper  by  a  spring  within  the  holder. 

The  pencil  should  project  far  enough  through  the 
disc  on  the  end  of  the  holder  to  bear  with  sufficient 
pressure  on  the  paper  to  make  a  line.  Should  it  pro- 
ject too  far  through,  it  will  withhold  the  disc  from 
contact  with  the  paper  and  will  not  revolve,  which  is^ 
necessary  in  order  to  get  a  clear  line. 

To  be  sure  that  the  pencil  is  properly  adjusted, 
withdraw  the  operating  lever  enough  to  remove  the 
gripping  rolls  from  contact  with  the  paper,  but  not 
enough  to  remove  the  pencil,  then  turn  one  of  the 
paper  spools  so  as  to  draw  the  paper  under  the  pencil; 
if  it  is  correctly  adjusted  the  pencil  will  revolve  and 
make  a  clear  line. 

Should  the  pencil  not  mark  distinctly  it"  can  be 
improved  by  slightly  rounding  the  end  on  a  smooth  file, 
emery  or  sand  paper.  The  pencil  is  soft  and  easily 
bent,  but  can  readily  be  straightened  by  rolling 
between  two  flat  surfaces  of  wood  or  iron.  It  should 
be  straight  as  possible  in  order  to  enable  the  spring 
to  hold  it  against  the  paper. 

To  put  on  the  paper. — Loosen  the  end  of  the  paper 
and  start  it  on  the  empty  spool  by  putting  the  end 
into  the  saw  cut  in  the  direction  that  it  will  not  easily 
come  out;  wind  two  or  three  turns  of  the  paper 
around  the  spool,  then  swing  out  the  operating  lever 
as  far  as  it  will  go,  which  will  remove  the  gripping 
rolls  and  pencil  from  the  paper  drum  and  place  the 
paper  around  the  drum,  putting  the  two  spools  of 
paper  on  the  spindles,  with  the  supply  on  the  left- 
hand  spindle,  when  facing  the  direction  the  loco- 


420 


LOCOMOTIVE  APPLIANCES. 


motive  or  car  is  to  move,  then  return  the  operating 
lever  to  its  former  position. 
Axle  pulley  required  for  application  of  recorder  on  a 


FIG.  6. 
Boyer  Speed  Recorder  as  Applied  to  a  Passenger  Car. 

car  should  be  split  and  secured  and  adjusted  to  posi- 
tion on  the  axle  by  means  of  six  set  screws  dividing 
the  circumference  into  thirds,  disposed  in  pairs. 


LOCOMOTIVE  APPLIANCES.  421 

The  bore  or  inner  surface  of  pulley  need  not  be 
turned  out,  but  should  be  large  enough  to  clear  the 
rough  surface  of  axle  at  all  points.  The  length  of 
bore  should  be  about  four  inches. 

LOCOMOTIVE  REVOLUTION  COUNTER. 

The  accompanying  cut  illustrates  the  Crosby  loco- 
motive counter.  It  is  designed  particularly  for  use  on 
locomotives  and  high-speed  engines,  and  is  a  valuable 


FIG.  1. 

Crosby  Locomotive  Counter. 

auxiliary  to  the  steam  engine  indicator.  The  arm 
which  moves  the  ratchet  is  connected  by  a  cord  with 
some  reciprocating  part  of  the  engine,  or  with  the 
drum  motion  of  the  indicator,  so  as  to  give  it  about 
one  and  one-half  inches  swing  back  and  forth  during 
each  revolution  of  the  shaft.  It  is  provided  with  a 
convenient  starting  and  stopping  device,  so  that  it 
can  be  made  to  begin  or  stop  counting  at  any  instant. 


AUTOMATIC  COUPLERS  FOR  LOCOMOTIVES. 

The  long  "push-bar"  pilot  coupler  has  been  dis- 
placed by  the  pilot  coupler,  the  construction  and 
attachment  of  which  differs  with  shape  of  the  pilot 
used  by  each  railroad  company.  Hence  no  attempt 
will  be  made  to  illustrate  the  pilot  coupler;  suffice  it  to 
say  that  the  contour  lines  of  the  coupler  itself  are 


FIG.  1. 
Talbot  Automatic  Coupler  for  Tenders. 

standard  with  the  Master  Car  Builders'  coupler  on 
all  cars. 

The  couplers  for  the  back  of  the  locomotive  tender 
are,  however,  of  not  so  great  a  variety.  Where  the 
construction  of  the  tank  frame  will  permit,  it  is  quite 
customary  to  apply  an  automatic  coupler  quite  similar 
to  that  on  a  freight  car,  but  there  are  a  large  number  of 

(422) 


LOCOMOTIVE  APPLIANCES.  423 

tenders  in  this  country  equipped  with  a  plate  coupler 
like  that  shown  in  the  accompanying  engraving,  or 
quite  similar  thereto.  The  coupler  here  shown  is 
pivoted  on  the  outside  of  the  end  sill  of  the  tank  by  a 
concentric  pin,  which  gives  to  it  the  same  circular 
path  it  would  have  if  it  were  pivoted  four  feet  back 
from  head,  thus  permitting  it  to  have  the  required 
three-fourths  inch  side  play  without  the  liability  of 
uncoupling.  When  tension  is  put  upon  it,  it  centers 
itself  in  line  of  draft  and  conforms  to  all  the  move- 
ments of  the  service.  This  form  of  coupler  is  also 
made  with  an  elliptic  buffing  spring. 

On  locomotives  engaged  in  switching  service  only, 
this  form  of  plate  coupler  is  attached  to  the  front 
timber  and  the  pilot,  usual  with  road  engines,  omitted. 

COUPLER  EMERGENCY  KNUCKLE. 

The  M.  C.  B.  automatic  draw  bar  has  come  into 
general  use  on  American  railroads,  and  its  adoption 
has  greatly  increased  the  safety  and  facility  of  train 
handling;  but  the  parts  of  the  draw  bar,  the  knuckle 
and  lock,  necessarily  give  way  in  service  from  wear 
and  tear,  and  cause  trouble  by  reason  of  trains  part- 
ing. When  this  occurs,  if  there  is  a  spare  knuckle  or 
locking  part  at  hand  to  replace  the  defective  one,  there 
is  little  delay  in  moving  the  train.  But  usually  the 
spare  part  is  missing,  because  it  is  hardly  practicable 
to  carry  the  assortment  necessary  to  insure  having  the 
one  wanted,  there  being  about  ninety  different  types 
of  draw  bars  in  use.  In  case  the  piece  is  missing,  a 
link  and  pin  or  chain  is  used,  and  this  means  a  very 
unsafe  and  unsatisfactory  connection,  and  probable 
injury  to  draft  rigging. 


424  -  LOCOMOTIVE  APPLIANCES. 

The  Gilman-Brown  emergency  knuckle,  as  shown 
by  Fig.  1,  will  go  into  ninety-five  per  cent,  of  the  draw 
bars  in  service  and  make  a  rigid  coupler,  into  which 
any  automatic  coupler  will  lock  securely  if  in  good 
order.  By  simply  removing  or  raising  the  locking 
pin  or  locking  parts  and  inserting  this  emergency 
knuckle,  replacing  the  knuckle  pin,  which  is  seldom 
injured,  a  safe  and  complete  connection  is  assured. 


Fig.  1. 
Gilman-Brown  Emergency  Knuckle. 

The  chances  are  enormously  in  favor  of  the  emer- 
gency being  safely  and  satisfactorily  met  if  there  is 
one  of  these  knuckles  close  at  hand. 

It  is  essentially  a  repair  tool  which  could  well  be 
considered  part  of  the  equipment  of  every  freight 
engine,  switch  engine  and  way  car,  as  it  is  a  practical 
and  economical  insurance  against  delay  on  the  road 
in  consequence  of  defective  knuckle  or  locking  parts. 


CAST  STEEL  FOR  LOCOMOTIVE  PARTS. 

The  use  of  cast  steel  in  place  of  wrought  or  cast  iron 
is  of  quite  modern  practice.  The  object  accomplished 
thereby  is  a  reduction  of  cost  over  wrought  iron  and  a 
lightening  and  strengthening  of  parts  formerly  con- 
structed of  cast  iron. 

The  first  locomotive  parts  to  be  made  of  cast  steel 
were  the  centers  of  driving  wheels.  As  cast  steel  is 
ordinarily  considered  about  three  times  as  strong  as 
cast  iron,  the  section  of  all  parts  of  the  wheel  center 


FIG.  1. 
Hollow  Cast  Steel  Cross-Head  for  4-Bar  Guides. 

was  thus  safely  reduced,  making  them  more  symmet- 
rical, lighter,  and  still  much  stronger. 

The  weight  on  driving  wheels  being  such  a  govern- 
ing factor  in  determining  the  size  and  design  of  new 
locomotives,  this  practice  of  effecting  a  reduction  of 
from  two  thousand  to  three  thousand  pounds  in  the 
driving  wheels  of  a  locomotive,  and  permitting  the 
same  weight  to  be  added  to  the  boiler,  is  a  very  impor- 
tant one  in  American  practice. 

(425) 


426 


LOCOMOTIVE  APPLIANCES. 


Subsequently  the  substitution  of  cast  steel  for 
wrought  iron  in  locomotive  cross-heads  came  into 


FIG.  2. 
Solid  Cast  Steel  Cross-Head  for  4-Bar  Guides. 

quite  general  practice.  Figs.  1  and  2  show  hollow 
and  solid  cast  steel  cross-heads  for  four-bar  guides. 
Fig.  3  is  a  cast  steel  cross-head  for  two-bar  guides. 


FIG.  3. 
Cast  Steel  Cross-Head  for  2-Bar  Guides. 


These  can  be  made  lighter  than  wrought  iron  cross- 
heads,  are  less  liable  to  flaws  in  their  manufacture, 
and  are  much  less  in  first  cost. 


LOCOMOTIVE  APPLIANCES. 


427 


Fig.  4  shows  another  substitution  of  cast  steel  for 
wrought  iron  in  the  rocker  arm.  (For  the  location  of 
the  rocker  arm  see  plate  "American  Steam  Locomo- 
tive," part  numbered  116.) 

Until  quite  recently  all  locomotive  driving  boxes 
were  made  of  cast  iron.  Although  they  were  of  very 
great  weight  and  thickness,  their  breakage  was  of 
frequent  occurrence.  Fig.  5  shows  a  light  driving 


FIG.  4. 
Cast  Steel  Rocker  Arm. 


FIG.  5. 
Cast  Steel  Driving  Box. 


box  made  of  cast  steel,  thereby  reducing  considerable 
unnecessary  weight  from  the  driving  wheels. 

Many  locomotive  parts  formerly  made  of  wrought 
iron,  malleable  iron  and  brass  are  now  cast  of  steel. 
Perhaps  the  most  notable  of  these  are  the  engine 
frames,  which  have  been  found  to  give  excellent 
satisfaction,  and  at  a  saving  of  from  three  to  four 
cents  a  pound  effected  by  the  time  they  are  ready  to 
put  into  the  engine. 


HEATING  ENGINE  HOUSES. 

It  has  been  a  long  established  practice  to  heat 
engine  houses  by  steam.  The  coils  of  pipe  are 
securely  fastened  to  the  sides  of  the  pits  of  each  "stall" 
or  roundhouse  track.  A  supply  pipe  leads  around  the 
house,  in  a  trench  at  one  end  or  the  other  of  the  pits, 
and  each  coil  of  pit  pipes  is  connected  thereto  with  a 
shut-off  valve  intervening. 

This  location  of  heating  pipes  not  only  is  econom- 
ical of  wall  and  floor  space  in  the  engine  house,  but 
also  causes  the  greatest  heat  directly  below  the  loco- 
motives, a  matter  of  great  advantage  in  cold  climates 
where  engines  come  in  all  covered  with  snow  and  ice, 
which  must  be  thawed  off  before  a  thorough  inspec- 
tion can  be  made,  the  necessary  work  done,  and  the 
various  parts  properly  oiled  for  the  next  trip. 

It  is  considered  good  practice  to  use  at  least  two-inch 
pipe  in  the  pit  coils,  so  that  wherever  possible  to  use 
exhaust  steam  for  this  heating  it  can  be  done  with  the 
least  back  pressure  possible. 

If  the  shops  are  located  near  the  engine  house,  the 
exhaust  steam  from  the  stationary  engine,  steam 
pumps,  and  air  pumps  or  compressors,  should  be 
utilized  for  heating  the  roundhouse. 

Hot  Air  Heating  for  Engine  Houses. --As  the 
adaptation  for  roundhouses  of  the  Sturtevant  system 
of  hot  air  heating  is  quite  recent,  a  description  of  this 
method  of  heating,  as  installed  in  the  roundhouse  of 
the  Chicago  &  Northwestern  R'y,  at  Clinton,  Iowa 

(428) 


LOCOMOTIVE  APPLIANCES. 


429 


(probably  the  largest  engine  house  in  the  world),  pre- 
sents an  interesting  study. 


The  house  is  three  hundred  and  seventy-five  feet  in 
outside  diameter,  the  interior  circle  being  two  hundred 


430  LOCOMOTIVE  APPLIANCES. 

and  twelve  feet  in  diameter.  The  inside  clearance 
between  walls  is  eighty-one  feet  and  six  inches,  and 
provision  is  made  for  forty-eight  stalls,  or,  including 
entrance  and  exit,  fifty.  As  the  length  of  the  longest 
locomotive,  at  the  time  this  house  was  built,  was 
sixty-two  feet  eight  and  one-half  inches,  ample  space 
was  thus  left  around  either  end  of  the  engine. 

In  selecting  the  system  of  heating  the  desirability 
was  recognized  of  combining  both  the  means  of 
maintaining  proper  temperature  in  the  building  and 
of  rapidly  melting  snow  and  ice  from  the  locomotives 
during  the  winter  season.  Upon  the  rapidity  with 
which  the  latter  process  can  be  accomplished  must  of 
course  depend  the  length  of  time  during  which  a 
locomotive  must  remain  out  of  service. 

As  most  effectually  combining  the  advantages 
required  to  meet  these  conditions,  the  Sturtevant 
blower  system  of  combined  heating  and  ventilation 
was  selected  and  installed  in  accordance  with  the 
plans  and  elevation  shown  in  the  accompanying 
engraving. 

Located  outside  of  the  house,  and  filling  the  space 
between  it  and  the  nearby  machine  shop  and  store 
room,  is  the  apparatus,  consisting  of  a  steel  plate  fan- 
wheel  twelve  feet  in  diameter,  enclosed  in  a  steel  plate 
housing  with  upward  discharge.  To  the  fan  shaft  an 
eleven  and  one-half  by  sixteen,  horizontalr  engine  is 
directly  connected.  This  arrangement  makes  it 
possible  to  operate  the  fan  at  any  desired  speed,  and 
with  entire  independence  of  any  other  source  of  motive 
power. 

The  air  is,  by  means  of  the  fan,  drawn  through  a 
heater  having  a  capacity  of  twenty  thousand  lineal 


LOCOMOTIVE  APPLIANCES.  431 

feet  of  one-inch  pipe  built  of  sections  in  three  groups 
and  enclosed  in  a  steel  plate  casing,  rendering  the 
apparatus  at  once  fire-proof  and  directing  the  current 
of  air  to  the  fan  under  whose  action  it  moves. 

Passing  upward  from  the  fan,  the  air  enters  a  large 
horizontal  galvanized  iron  duct,  which  extends  to  a 
position  midway  between  the  inner  and  outer  circum- 
ferences of  the  engine  house,  and  there  branches  into 
separate  pipes  extending  in  either  direction  entirely 
around  the  house  until  they  meet  at  the  opposite  end 
of  the  same  diameter.  Being  carried  overhead,  they 
in  no  wise  encroach  upon  valuable  space. 

Distribution  of  air  is  secured  through  branching 
pipes,  which  are  led  downward  along  the  sides  of  the 
vertical  posts  and  branch  beneath  the  ground  level,  so 
as  to  connect  with  the  pipes  extending  to  the  pits  upon 
either  side.  The  vertical  pipes,  fitting  closely  to  the 
posts  as  they  do,  are  protected  from  injury,  and  do  not 
occupy  effective  floor  space.  Just  above  the  floor  line 
each  is  provided  with  a  slide  damper,  as  shown,  by 
means  of  which  heated  air  may  be  admitted  to  the 
building.  There  being  over  fifty  of  these  branch 
pipes  with  these  openings,  it  is  evident  that  the  circu- 
lation of  air  is  all  that  can  be  desired. . 

Each  branch  pipe  to  a  pit  is  provided  with  a  damper 
operated  from  floor  level,  so  that  air  may  be  locally 
discharged  in  large  volumes.  The  result  is  that  an 
excessive  amount  of  hot  air  is  delivered  to  the  pit  and 
rises  evenly  across  the  running  gear  of  the  locomo- 
tives. The  high  temperature  rapidly  melts  the  snow 
and  ice,  while  the  air,  with  the  greediness  due  to  high 
temperature,  rapidly  absorbs  all  moisture  and  carries 
it  away.  A  hot,  dry  condition  is  therefore  assured, 


432  LOCOMOTIVE  APPLIANCES. 

and  the  time  during  which  a  locomotive  must  be  kept 
out  of  service  is  usually  reduced  by  fully  two-thirds— 
a  most  important  feature  in  locomotive  practice. 

It  is  also  evident  that  the  large  volume  of  air 
admitted  plays  an  important  part  in  the  process  of 
ventilation.  Individual  roof  ventilators  are  provided 
for  every  other  stall,  thus  insuring  positive  upward 
movement  of  air  from  floor  level  and  its  escape  when 
its  duty  is  completed. 

One  of  the  most  essential  advantages  of  this  method 
of  heating  lies  in  the  fact  that  the  entire  heating  sur- 
face (far  less  than  would  be  required  for  direct  heating) 
is  massed  in  a  fire-proof  casing  in  the  adjoining  build- 
ing. The  volume  and  temperature  of  the  air  is  imme- 
diately under  the  control  of  a  single  individual,  while 
local  requirements  can  be  met  by  the  adjustment  of 
dampers,  as  shown  and  described.  The  exhaust 
steam  from  the  fan  engine  is  utilized  in  the  heater,  so 
that  the  cost  of  operating  the  fan  is  greatly  reduced. 
Live  steam  is  supplied  to  the  remainder  of  the  heater. 
It  is;  however,  customary  in  ordinary  mill  practice 
where  there  is  ample  quantity  of  exhaust  steam  to 
utilize  it  in  the  heater,  as  can  always  be  readily  done 
without  producing  back  pressure  on  the  main  engine. 

SMOKE  JACKS  FOR  ENGINE  HOUSES. 

Although  of  comparatively  recent  adoption,  there 
are  but  few  engine  houses  of  any  importance  not  now 
equipped  with  some  form  of  "drop"  jack;  that  is,  with 
telescope  pipe  which  permits  its  being  lowered  to 
completely  cover  the  locomotive  stack.  If  properly 
constructed,  such  a  jack  not  only  prevents  the  escape 
of  all  smoke  and  gases  into  the  engine  house  and 


LOCOMOTIVE  APPLIANCES. 


433 


434  LOCOMOTIVE  APPLIANCES. 

locomotive  cab,  but  also  increases  the  natural  draft 
and  prevents  creosote  or  drippings  from  falling  on  the 
front  end  and  headlight. 

Proper  inspection  and  repair  work  cannot  be  accom- 
plished on  locomotives  where  the  engine  house  is  so 
full  of  smoke  and  noxious  gases,  as  was  often  the  case 
with  the  old  form  of  stationary  non-dropping  smoke 
jacks. 

The  smoke  jack  should  also  be  provided  with  a 
damper,  so  that  the  draft  may  be  shut  off  when  an 
engine  is  without  fire,  for  a  strong  draft  at  such  times 
produces  a  sudden  cooling  of  the  flues,  flue  sheet  and 
fire-box,  and  often  causes  them  to  leak. 

The  accompanying  engraving  shows  one  design  of 
telescoping  smoke  jack. 

It  will  be  seen  that  the  telescope  portion  is  counter- 
balanced by  suitable  weights  hung  near  the  wall. 
The  damper  is  located  just  above  the  ball-bearing 
hood,  which  fits  tightly  into  the  locomotive  stack. 
The  smoke  jack  here  shown  has  a  swinging  joint,  so 
that  no  breakage  could  occur  by  moving  the  engine 
from  under  it  without  first  raising  the  jack. 

By  an  ingenious  arrangement  the  damper  is  auto- 
matically closed  whenever  the  jack  is  raised,  thus 
saving  heat  in  the  round  house  which  would  otherwise 
escape  through  the  jack. 


LOCOMOTIVE  FIRE  KINDLERS. 

The  Ferguson  locomotive  fire  kindler  consists 
essentially  of  a  tank  to  contain  oil,  a  hose  coupling 
for  connection  with  the  compressed  air  system  or  with 
the  main  reservoir  of  another  locomotive,  a  hose 
terminating  in  a  nozzle  for  spraying  the  mingled  oil 
and  air,  and  a  valve  for  controlling  the  relative  pro- 


portions of  oil  and  air.  The  tank  is  most  conveniently 
mounted  on  a  truck,  by  which  means  it  may  be  easily 
removed  from  one  part  of  the  roundhouse  to  another. 

The  valve  is  the  principal  feature  of  novelty.  Turn- 
ing the  cock  regulates  the  proportions  of  air  and  oil 
admitted  into  the  tube.  Turned  one  way,  air  alone 

(435) 


436  LOCOMOTIVE  APPLIANCES. 

passes  through  and  oil  adhering  to  the  inside  of  the 
hose  is  removed. 

The  tank  holds  twenty-five  gallons  of  oil,  which  is 
sufficient  to  kindle  fires  in  forty  engines,  on  an  average. 
About  fifteen  minutes  of  one  man's  time  and  three 
quarts  of  cheapest  crude  oil  are  required  to  start  a  fire. 
The  kindler  is  very  easy  to  operate.  'The  nozzle, 
which  is  at  the  end  of  a  long  tube,  and  to  which  is 
attached  a  small  piece  of  lighted  waste,  is  thrust  into 
the  ash-pan,  and  the  flame  passes  up  through  the  fuel 
previously  placed  upon  the  grates  until  it  is  wholly 
ignited. 

The  same  apparatus  can  also  be  used  as  a  blow- 
pipe for  heating  tires,  straightening  frames  or  other 
bent  work  that  may  require  removal  and  which  ordi- 
narily has  to  be  sent  to  the  blacksmith  shop  to  be 
straightened. 


LOCOMOTIVE  JACK   SCREWS    AND  POWER 
HOISTS. 

The  enormous  increase  in  the  weight  of  locomotives 
and  tenders  has  naturally  been  followed  by  very 
powerful  and  efficient  jacks,  which  are  required  for  the 
purpose  of  lifting  the  engine  itself  or  some  of  its  parts. 

No  one  knows  as  well  as  the  old  railway  mechanic 
and  his  helper  the  vast  amount  of  time  expended  every 
day  in  raising  and  lowering  even  the  lighter  engines 
of  his  day,  while  with  a  good  set  of  either  geared  or 
hydraulic  jacks  the  heaviest  locomotive  can  be  raised 
a  foot  in  less  than  a  minute  and*  a  half,  and  again 
lowered  with  equal  or  greater  celerity. 

Before  illustrating  and  describing  several  forms 
and  designs  of  jacks  now  in  general  use  on  American 
railroads,  and  here  mentioned  on  account  of  their 
especial  adaptation  to  locomotive  requirements,  it 
would  be  well  to  say  that  no  jack,  be  it  ever  so  power- 
ful, can  render  efficient  service  unless  it  has  a  firm, 
unyielding  foundation  to  stand  upon.  Hence  great 
care  should  be  exercised  in  the  design  and  construc- 
tion of  a  stone  or  concrete  wall  on  each  side  of  every 
track  in  engine  houses. 

To  the  uninitiated,  let  it  be  said  that  one  or  more 
jacks  must  be  used  every  time  it  is  necessary  to  pack  a 
journal,  change  a  spring,  spring  hanger  or  equalizer, 
remove  a  pair  of  wheels,  or  change  the  driving  wheel 
tires,  etc.  Thus,  there  is  scarcely  a  day  but  what 

(437) 


438  LOCOMOTIVE  APPLIANCES. 

from  some  cause  some  part  or  the  whole  of  an  engine 
or  tender  must  be  raised. 

Fig.  1  shows  a  screw  jack  with  the  bottom  end 
enclosed,  forming  an  oil  receptacle.  The  screw  being 
thus  lubricated  and  protected,  does  not  become  rusted 
and  is  always  ready  for  service.  As  two  or  more 
screw  jacks  are  usually  carried  on  every  locomotive 


FIG.  1.  FIG.  2. 

Chapman  Screw  Jack.  Joyce  Double  Movement  Screw  Jack. 

for  instant  use  in  case  of  break-down  on  the  road,  and 
unless  the  screw  portion  is  properly  protected,  they 
soon  rust  and  become  unfit  for  service. 

Fig.  2  shows  a  double  movement  screw  jack,  which 
lifts  twice  as  rapidly  as  a  single  screw,  and,  it  is 
claimed,  requires  no  more  power  on  account  of  there 
being  no  friction  under  the  cap,  as  in  the  case  of  the 
latter. 


LOCOMOTIVE  APPLIANCES. 


439 


The  rapid  moving  jack  shown  in  Fig.  3  is  so  called 
because,  when  the  load  is  off,  it  can  be  raised  immedi- 
ately to  any  desired  point,  and  when  up  can  be  as 
quickly  let  down,  thus  saving  the  tedious  operation  of 
turning  the  screw  up  and  down  without  load.  The 
two*  segmental  nuts  are  supported  on  steel  pins 
moving  in  angular  slots,  so  as  to  allow  them  to  move 
in  and  out  of  gear.  To  raise  the  screw  to  any  desired 
height  for  work,  it  is  only  necessary  to  lift  it  by  taking 


FIG.  3. 

Joyce  Rapid  Moving 
Screw  Jack. 


FIG.  4. 

Norton  Bail-Bearing  Ratchet 
Screw  Jack. 


hold  of  the  lever.  To  lower  it  take  hold  of  one  of  the 
handles  with  the  left  hand,  and  inclining  the  jack  to 
an  angle  of  about  forty-five  degrees,  with  the  other 
hand  holding  the  lever,  let  the  screw  down. 

The  jack  shown  in  Fig.  4  has  a  stationary  standard 
and  a  sliding  sleeve  fitting  over  the  same.  The 
standard  has  a  removable  nut  (usually  phosphor- 
bronze)  fitted  within  it  and  resting  on  a  shoulder,  in 
which  the  screw  turns.  The  standards  are  hollow  and 


440  LOCOMOTIVE  APPLIANCES 

can  be  filled  with  oil,  thus  keeping  the  screw  con- 
stantly lubricated.  To  the  upper  end  of  the  screw  is 
fastened  a  steel  gear;  a  hardened  tool  steel  plate 
encircles  the  hub,  and  rests  on  the  body  of  said  gear, 
on  which  are  placed  circular  trains  of  hardened  steel 
balls,  held  in  place  by  rings  between  the  rows  (as 
shown  in  the  cut).  In  the  top  or  head  of  the  sliding 
sleeve,  which  is  bored  to  fit  standards,  is  placed 
another  hardened  tool  steel  plate  with  a  hole  in  the 
center,  through  which  the  end  of  the  screw  projects. 

When  the  jack  is  assembled  the  sleeve  slides  down 
over  the  screw  and  standard,  the  bearing  plate  in  the 
head  resting  on  the  balls  on  the  plate  on  the  gear,  so 
that  the  whole  weight  is  carried  by  the  balls  (between 
the  steel  plates),  which  act  as  a  thrust-bearing 
between  the  screw  and  head  of  sleeve,  reducing  the 
friction  and  increasing  the  lifting  power  of  the  jack. 

The  sleeve  which  revolves  on  the  standard,  allowing 
the  lever  to  be  used  from  either  side,  carries  the  load, 
and  is  raised  or  lowered  by  the  screw,  which  is  turned 
by  means  of  a  gear  on  the  ratchet  shaft  engaging  with 
the  gear  on  the  screw,  and  operated  by  a  reversible 
ratchet  and  lever  having  the  up-and-down,  or  "pump- 
handle,"  motion.  The  sleeve  at  the  lower  end  is 
provided  with  a  "stop-dog"  or  pawl,  which  prevents 
the  screw  from  being  run  out  of  the  nut.  This  sliding 
sleeve  takes  all  the  side  strain  off  the  screw,  prevent- 
ing it  from  bending,  and  also  protecting  all  the  work- 
ing parts  from  sand,  coal-dirt  and  water,  making  it  an 
efficient  jack  for  carrying  on  locomotives  or  for  use  in 
engine  houses. 

Fig.  5  gives  a  general  idea  of  the  Joyce  geared  jack. 
A  wooden  handle  fits  into  the  socket  shown.  The 


LOCOMOTIVE  APPLIANCES.  441 

bar  has  strong,  heavy  teeth  operated  by  a  pinion, 
which  in  turn  is  operated  by  a  wheel  mounted  on  the 
same  shaft  with  it.  The  wheel  is  operated  by  a  lever 
and  pinion.  This  mechanism  gives  the  advantage  of 
a  fine-toothed  bar  for  power  without  the  weakness  of 
fine  teeth,  as  both  bar  and  wheel  have  strong  and 
durable  teeth.  The  jack  raises  one-fourth  inch  per 
stroke  of  the  lever,  and  yet  the  pitch  of  teeth  on  the 
bar  is  one  and  nine-sixteenths  inches  and  on  the 
wheel  one  inch. 

To  adjust  the  jack  for  raising  the 
load,  turn  the  small  crank  in  the 
frame  near  the  lever  straight  up; 
for  lowering  the  load,  turn  this 
crank  straight  down. 

For  shop  or  wrecking  purposes, 
especially  in  confined  quarters, 
where  a  screw  jack  or  a  pumping 
jack  could  not  be  well  operated,  the 
hydraulic  jack  is  most  rapid,  pow- 
erful and  efficient. 

There  are  several  designs  of  hy- 
draulic jacks,  each  differing  from      Joyce        d  LOCO- 
the  others  in  no  essential  feature;  motive  Jack- 

hence  it  will  suffice  to  illustrate  but  one  or  two  designs. 

The  principle  upon  which  the  hydraulic  jack  works 
is  that  of  a  pump.  The  lowering  is  done  by  a  move- 
ment of  the  handle  reversed,  or,  as  in  the  case  of  the 
jack  shown  in  Fig.  6,  by  a  thumb  screw,  the  location 
of  which  is  indicated.  These  jacks  can  be  lowered 
steadily  and  to  any  extent,  without  the  slightest 
jar,  •  even  when  loaded  to  their  greatest  capacity. 

In  the  jack  shown  the  valves  are  all  on  the  end  of  the 


442 


LOCOMOTIVE  APPLIANCES. 


Q 


FIG.  6. 
Sectional  View  of  Justice  Hydraulic  Jack. 


LOCOMOTIVE  APPLIANCES 


443 


ram,  and  are  accessible  by  simply  withdrawing  the 
ram  from  the  cylinder,  and  removing  a  small  cap. 
This  enables  a  person  of  ordinary  intelligence  to 
examine  the  valves  and  remove  any  obstructions  that 
may  interfere  with  the  working  of  the  jack.  This  is  a 
great  advantage,  as  none  of  the  working  parts  need  be 
disturbed  to  examine  the  valves  and  repair  same  when 
necessary. 

These  jacks  will  work  horizontally  to  two-thirds  of 
their  run-out  limit. 

The  "rocker  shaft"  which  oper- 
ates the  pump  rod  passes  through 
a  stuffing-box  to  prevent  leakage, 
and  terminates  in  a  square  boss. 

This  permits  of  the  lever  being 
applied  in  any  one  of  four  po- 
sitions, which  is  frequently  of 
great  advantage  when  working 
in  cramped  quarters,  clearing 
away  wrecks,  etc. 

Directions.  -To  fill  the  jack, 
remove  slotted  screw  in  the  head. 

The  best  fluid  for  filling  is 
made  one  part  water,  six  parts 
alcohol  and  one-half  part  of  good 
oil  (sperm  preferred),  well  shaken  together  before 
putting  in  the  jack.  Never  use  coal  oil,  wood  alcohol 
nor  water  only  in  filling,  as  the  two  former  destroy  the 
packing,  and  the  latter  may  burst  the  cylinder  in 
freezing  weather  and  rusts  the  metal. 

In  using  the  jack,  press  the  lever  with  a  quick 
surge,  and  move  the  handle  upwards  suddenly,  in 
order  to  give  the  valves  a  chance  to  react  quickly. 


FIG.  7. 
Joyce  Hydraulic  Jack. 


444  LOCOMOTIVE  APPLIANCES. 

The  thumbscrew  valve  should  be  screwed  outwards 
a  few  turns  when  raising  a  load.  In  lowering,  screw 
this  valve  inwards  slowly.  This  valve,  being  inde- 
pendent of  the  pumping  mechanism,  gives  absolute 
control  over  the  speed  or  distance  of  the  lowering 
weight,  and  a  half  turn  of  the  thumbscrew  will  stop 
the  load  at  any  point  without  the  slightest  jar. 

Should  the  jack  refuse  to  work  on  account  of  the 
valves  sticking  to  their  seats  or  from  air  entering  the 
pump,  by  striking  the  lever  a  few  sharp  blows,  up  and 
down,  the  valves  will  be  jarred  loose  and  the  air 
expelled. 


FIG.  8. 
Geared  Journal  Jack. 


The  levers  are  all  made  the  proper  length  for  one 
man  (of  about  one  hundred  and  fifty  pounds  weight) 
to  lift  the  full  capacity  of  the  jack.  In  no  case  must 
more  than  one  man  work  the  lever,  nor  must  the 
handle  be  lengthened,  as  damage  to  the  jack  will  be 
the  result. 

The  jack  will  work  to  best  advantage  if  the  slotted 
filling  screw  in  head  is  slightly  loosened  when  in  use; 
this  allows  the  escape  of  air  in  the  jack,  and  prevents 
the  "springy"  motion  to  the  lever. 

Fig.  8  shows  a  small-geared  jack  of  fifteen  tons 
capacity,  for  jacking-up  the  box  of  a  tender  or  engine 
truck. 


LOCOMOTIVE  APPLIANCES. 


445 


Compressed  air  has  played  so  large  a  part  in  eco- 
nomical shop  practice,  and  hence  it  is  not  surprising 


FIG.  10.     Air  Jack  and  Carriage. 

to  see  large,  portable  air  jacks,  as  shown  in  Figs.  9  and 
10,  in  use  for  raising  locomotives  and  tenders,  where 
the  engine  house  and  shops  have  compressed  air. 


446  LOCOMOTIVE  APPLIANCES. 

Fig.  11  shows  a  general  view  of  a  chain  hoist  with 
a  pneumatic  motor  as  an  actuating  medium. 


FIG.  11. 
"Little  Giant"  Pneumatic  Motor  Chain  Hoist. 

Will  replace  hand  chain  tackle  at  any  nlace  without   extra  fittings  and  works 
with  low  head  room.     It  lifts  two  tons  eight  feet  per 
minute.     Weight,  80  pounds. 


LOCOMOTIVE  OR  CAR  PUSHER. 

The  pusher  shown  in  Fig.  1  is  designed  to  take  the 
place  of  the  ordinary  iron  pinch  bar,  and  is  much 
lighter,  gives  a  much  more  powerful  pushing  effect, 
and  on  account  of  the  steel  knife-edge  D  holding  to  a 


FIG.  1. 


slippery  rail  such  a  bar  is  particularly  useful  about 
shops  and  roundhouses,  where  the  rails  are  usually 
more  or  less  greasy  and  slippery. 

Many  devices  of  a  nature  similar  to  the  one  here 
shown  are  used  in  pushing  cars  and  locomotives 
short  distances. 


(447) 


LOCOMOTIVE  TRACK  SANDERS. 

Many  of  the  objections  that  obtained  with  the  hand 
sanders  are  overcome  with  the  advent  of  pneumatic 
track  sanding  devices. 

There  was,  perhaps,  but  one  advantage  in  the  old 
hand  sander-  -that  it  would  deliver  more  sand  in  a 
given  time  -but  this  was  offset  by  its  many  points  of 
disadvantage.  Too  much  sand  on  the  rails  makes  a 
train  pull  hard  and,  too,  most  of  the  sand  delivered 
by  gravity  at  the  mouth  of  the  pipe  falls  or  is 
blown  off  the  rail,  and  is  wasted,  and  the  loco- 
motive, after  a  very  few  miles  of  continuous  sand- 
ing, is  entirely  out  of  sand.  To  apply  the  hand 
sanding  device  efficiently  to  both  front  and  rear  of 
driving  wheels  (as  on  switching  engines)  required 
two  sand  boxes  instead  of  one,  while  with  many 
of  the  pneumatic  sanders  the  single  sand  box 
may  be  used  and  the  sand  delivered  to  any  part  of  the 
locomotive  equally  well. 

Not  a  few  of  the  pneumatic  track  sanders  still  retain 
the  hand  lever  and  valve  as  an  auxiliary,  in  case  the 
air  pump  should  fail  and  there  be  no  compressed  air 
with  which  to  operate  the  pneumatic  device. 

Heretofore  the  matter  of  sanding  has  received  but 
scant  attention;  any  gravity  system  which  would 
deliver  sand  somewhere  on  the  rail  seemed  to  be  equal 
to  all  needs. 

Gravity  sanding  devices  have  no  part  in  to-day's 
progressive  railroading  for  the  following  reasons: 
Such  systems  are  unreliable;  they  will  not  deliver 

(448) 


LOCOMOTIVE  APPLIANCES.  449 

sand  promptly  and  at  the  point  where  it  will  be  of  the 
utmost  use;  they  are  wasteful  of  sand,  fully  fifty  per 
cent,  of  the  sand  leaving  the  rail  before  the  driving 
wheels  reach  it,  and  at  times  so  seriously  as  to  inter- 
fere with  the  working  of  the  present  interlocking 
switch  system.  The  use  of  more  sand  than  is  abso- 
lutely necessary  tends  to  excessive  tire  and  rail  wear; 
they  are  wholly  out  of  the  line  of  progressive  railroad 
improvements. 

The  gains  sought  and  accomplished  by  pneumatic 
sanders  are:  An  economy  in  the  quantity  of  sand 
used,  amounting  to  something  like  a  saving  of  sixty 
per  cent.;  the  use  of  just  enough  sand  to  bring  the 
best  results  and  no  more;  the  placing  of  the  sand 
where  it  is  most  needed  and  so  that  each  grain  does  its 
share  of  the  work;  the  instantaneous  application  of 
sand  when  needed;  the  automatic  application  of  the 
sand  when  needed  without  special  effort  on  the  part  of 
the  engineer,  allowing  his  attention  to  other  duties 
when  sander  is  in  operation;  a  great  reduction  of  tire 
and  rail  wear  and  an  increased  hauling  capacity  for 
the  locomotive. 

In  the  operation  of  any  locomotive  pneumatic 
sander  the  air  pressure  should  always  be  taken  from 
the  main  reservoir  and  not  from  the  train  line,  which 
might  affect  the  train  brakes. 

**  OF  THE     ' 

THE  LEACH  "D"  SANDER.         V  U 

/  P  r*i  w  K!  \  ^ 

This  is  one  of  the  most  modern  and  efficient 
used  for  this  purpose.    Among  the  many  points  of 
advantage  it  possesses  may  be  given  the  following: 

It  is  outside  of  sand  box,  accessible  at  all  times  for 

29 


450 


LOCOMOTIVE  APPLIANCES. 


inspection  or  when  making  repairs,  and  where  engine- 
men  and  shopmen  can,  at  a  glance,  understand  its 
operation. 

The  resistance  of  the  column  of  sand  always  above 
the  trap,  prevents  air  pressure  from  escaping  up 
through  the  sand  box  and  therefore  a  high  pressure 


FIG.  1. 
Leach  "D"  Sander,  Showing  Adjustable  Air  Nozzle  with  Check  Valve. 

is  available  through  discharge  pipes  for  removing 
obstructions  at  their  lower  ends. 

The  adjustable  air  nozzle  used  with  this  style  device 
can  be  so  adjusted  as  to  regulate  the  amount  of  sand 
discharged  to  the  rail.  This  nozzle  is  fitted  with  a 
small  check  valve,  preventing  air  passages  from 
becoming  plugged  with  sand. 


LOCOMOTIVE  APPLIANCES.  451 

Fig.  1  shows  this  type  of  pneumatic  sander  as 
applied  to  a  locomotive,  the  trap  located  just  under  the 
running  board  being  sectioned.  It  will  be  noticed 
that  the  discharge  pipes  are  bent  up  fifteen  degrees,  to 
prevent  sand  from  jarring  out  of  the  traps  when  the 
engine  is  running.  A  1-inch  plug  at  E  is  thus 
located  in  order  to  remove  small  stones,  etc.,  which 
may  get  into  traps. 

To  regulate  the  amount  of  sand  delivered,  increase 
or  decrease  the  distance  A  by  loosening  jamb  nut  C 
and  moving  the  adjusting  tube  D  in  or  out.  The 
greater  thf  clearance  A,  the  greater  the  sand  delivery. 

Care  should  be  taken  to  have  the  nozzles  on  opposite 
sides  of  an  engine  adjusted  alike. 

Fig.  2  shows  the  application  to  a  locomotive  with  six 
driving  wheels,  of  the  double  type  of  this  sander. 
Care  should  be  taken  to  rigidly  clamp  the  pipes  at  the 
bottom,  and  they  should  be  so  bent  as  to  deliver  sand 
direct  to  the  point  of  contact  between  the  driving 
wheels  and  the  rail. 

Fig.  4  shows  the  detail  parts  of  the  Leach  "D" 
sanders.  This  type  of  pneumatic  locomotive  sander 
is  used  more  extensively  than  any  other  in  this 
country. 

The  Leach  "A"  sander,  as  shown  in  Fig.  5,  was  in 
very  extensive  use  previous  to  the  introduction  of  the 
later  "D"  style.  With  this  type,  the  blast  is  used 
simply  for  economy  in  the  use  of  sand  and  for  con- 
venience in  operating.  The  sand  traps  are  attached 
to  the  sand  box  in  the  most  convenient  manner,  the 
sand  is  supplied  thereto  through  independent  outlets 
from  the  box,  and  is  discharged  therefrom  into  and 
through  the  usual  hand  lever  controlled  pipes  to  the 


452 


LOCOMOTIVE  APPLIANCES. 


D 


li 


LOCOMOTIVE  APPLIANCES. 


453 


rail,  the  lever  attachments  being  available  for  use  as 
desired. 
The  discharge  pipes,  usually  one  and  one-fourth 


FIG.  3. 

Leach  "D"  Single  Sander,  Showing  Application  to  an  Eight-Wheel  Locomotive 
for  Sanding  the  Rail  Going  Ahead  Only. 

inch,  must  be  fitted  at  such  a  pitch  that  sand  will  flow 
t  hrough  them  by  gravity  when  the  lever  is  used.    The 


454 


LOCOMOTIVE  APPLIANCES. 


LOCOMOTIVE  APPLIANCES. 


455 


amount  of  sand  discharged  is  controlled  by  the  adjust- 
ment of  cab  valve.     Hardened  caps  receive  the  wear  of 
the  sand  blast. 
Being  easily  applied  and  maintained,  conveniently 


FIG.  5. 
Leacb  "A"  Sander. 


located  for  cleaning  and  very  economical  in  the  use  of 
air,  they  are  deservedly  popular  on  many  roads  where 
the  service  conditions  do  not  require  the  special  fea- 
tures peculiar  to  the  "D"  type. 

THE  "SHE"  SANDER. 

This  device  is  an  improvement  on  the  Houston 
sander  (not  here  shown),  and  will  interchange  with 
the  Houston  device  in  every  particular. 

The  action  of  the  "She"  sander,  as  shown  in  Fig.  6, 
is  that  of  a  syphon  and  ejector.  The  syphon  used  in 
connection  with  this  device  is  especially  designed  to 


456 


LOCOMOTIVE  APPLIANCES. 


carry  the  sand  through  the  pipes  to  the  rail  with  great 
velocity,  and  uses  only  a  small  amount  of  air  to 
accomplish  this  result. 


FIG.  6. 
The  "She"  Sander,  Showing  Application  to  Sand  Box. 

It  is  simple  in  construction,  being  so  arranged  that 
the  air  nozzles  are  always  out  of  the  sand,  and  there- 
fore they  cannot  become  clogged  when  not  in  use. 


LOCOMOTIVE  APPLIANCES. 


457 


458  LOCOMOTIVE  APPLIANCES. 

The  siphon  being  in  the  center  of  the  sand  box? 
where  the  sand  is  always  the  driest,  it  can  be 
recommended  for  service  where  sand  is  apt  to  become 
damp  and  bake  in  the  box. 

The  sand-pipes  can  be  run  around  the  brake  heads, 
or  inside  of  the  engine  frames,  getting  close  contact 
to  the  drivers. 

Fig.  7  shows  the  detail  parts  of  the  "She"  locomotive 
sander. 

While  it  is  only  when  the  rail  conditions  are  bad 
that  the  use  of  sand  may  be  desired  in  making  service 
stops,  its  use  in  emergency  stops  is  very  important  as 
an  additional  means  of  securing  a  shorter  stop. 

Under  emergency  conditions  it  is  especially  impor- 
tant that  every  part  of  the  brake  or  stopping  equip- 
ment be  applied  at  once  and  by  one  movement  of  the 
controlling  brake  mechanism. 


SHERBURNE'S  ARRANGEMENT  FOR  AUTOMATIC 
SANDING. 

The  simultaneous  application  of  brakes  and  sand  is 
best  accomplished  by  use  of  the  Sherburne  automatic 
port  placed  in  the  Westinghouse  engineer's  valve  and 
arranged  as  shown  in  Fig.  8. 

This  positively  insures  the  application  of  sand 
during  every  emergency  stop  and  without  additional 
thought  or  action  on  the  part  of  the  engineer. 

This  automatic  port  can  be  used  in  connection  with 
any  pneumatic  sanding  device  and  can  be  applied  at  a 
small  cost. 


LOCOMOTIVE  APPLIANCES. 


459 


To.San.din.'J' 


Automatic    Port 
Brake  Valve. 


To      Main 

.Reservoir 


FIG.  8. 
Sherburne's  Arrangement  for  Automatic  Sanding. 


460  LOCOMOTIVE  APPLIANCES. 

THE  HUFF  PNEUMATIC  TRACK  SANDER. 

The  Huff  track  sander  is  the  invention  of  a  locomo 
tive  engineer  of  long  experience,  and  embodies  new 
features  suggested  to  him  by  his  personal  knowledge 
of  many  track  sanders  which  have  preceded  this  one. 

The  construction  and  operation  of  this  sander  are 
illustrated  by  Figs.  1,  2,  3  and  4,  in  which  Fig.  1 
shows  the  device  as  a  whole;  Fig.  2  each  part  sepa- 
rate of  which  it  is  composed;  Fig.  3  its  application  to  a 
locomotive  and  pipe  connections  thereto;  and  Fig.  4 


Huff  Pneumatic  Track  Sander. 


the  engineer's  valve  in  the  cab,  by  which  the  mechan- 
ism is  operated. 

The  body  A  is  inserted  into  the  old  gravity  sand 
pipe  (which  is  otherwise  undisturbed)  at  any  con- 
venient point,  either  above  or  below  the  running 
board.  The  compressed  air  supply  pipes  are  con- 
nected at  F  F,  and  the  sand  delivery  pipes  are  led  off 
at  G  G.  The  lever  D,  operating  the  foot  valve  B, 
should  be  connected,  by  suitable  means,  to  the  cab,  so 
that  it  may  be  under  control  of  the  engineer.  A  thin 


LOCOMOTIVE  APPLIANCES. 


461 


sheet  steel  partition  is  inserted  into  the  old  sand  pipes, 
extending  from  the  dome  down  to  the  Huff  device, 
forming  a  junction  with  a  bridge  in  the  device;  this  is 
to  facilitate  blowing  out  possible  obstructions  in  the 
sand  delivery  pipes,  as  will  be  referred  to  later.  Each 
of  the  two  feed  tubes  F  contains  an  air  adjusting 
tube  H,  which,  in  turn,  contains  in  one  end  the  bridge 


FIG.  2. 
Detail  Parts,  Huff  Pneumatic  Track  Sander. 

E,  in  the  opposite  end  the  adjusting  screw  /,  and 
between  them  the  ball  valve  J  and  the  spring  K.  This 
tube  H  is  kept  from  turning  in  the  feed  tube  F  by  the 
set  screw  M.  The  body  A  is  fitted  with  a  foot  valve 

B,  forming  its  floor,  and  so  connected,  as  has  already 
been  said,  that  it  can  be  worked  from  the  cab.    The 
stem  of  this  foot  valve  B  passes  out  through  the  nut 

C,  and  is  encircled  by  the  spring  L,  which  tends  to 


462  LOCOMOTIVE  APPLIANCES. 

keep  the  foot  valve  normally  closed.  When  the 
device  is  being  used  as  a  double  sander  the  slots  in  the 
feed  tubes  F  should  face  each  other.  When  in  use  as 
a  single  sander  one  tube  may  be  revolved  until  its  slot 
is  blanked  against  the  wall  of  body  A;  the  tubes  F 
may  be  firmly  held  in  any  position  by  the  hectagon 
nutG. 


FIG.  3. 

Huff  Pneumatic  Track  Sander. 
(Showing  Application  and  Pipe  Connections.) 

The  method  of  connecting  the  compressed  air 
supply  pipes  from  the  engineer's  sanding  valve  (see 
Fig.  4)  to  the  feed  tubes  F  F  in  body  A  is  ordinarily 
the  same  as  in  other  pneumatic  track  sanders;  but,  if 
it  is  desired  to  employ  heated  compressed  air  (which 
would  be  a  great  advantage  in  cold  countries),  the  air 
pipes  may  be  led  to  coils  located  over  the  boiler,  under 


LOCOMOTIVE  APPLIANCES.  463 

the  sand  box  (as  shown  by  Fig.  3),  and  thence  to  the 
feed  tubes  F  F  of  the  body  A. 

The  ordinary  current  use  of  the  Huff  track  sander 
does  not  call  for  any  further  explanation,  but  it  is 
desirable  to  refer  to  some  of  the  methods  of  working 
in  the  emergency  of  one  or  another  of  the  sand  pipes 
becoming  inoperative  on  account  of  obstructions.  In 
that  event  the  engineer  may,  while  the  engine  is  still 
running,  close  the  main  valve  in  the  sand  box,  and 
open  the  foot  valve,  thus  discharging  the  contents  of 
body  A,  including  any  small  obstructions,  which  may 
have  collected  there;  then  by  closing  the  foot  valve 
and  working  the  engineer's  sand  air-valve  (in  the  cab) 
he  may  thoroughly  blow  out  all  the  sand  delivery 
pipes.  In  the  case  of  an  ex- 
ceptionally obstinate  obstruc- 
tion in  one  of  the  pipes,  which 
could  not  be  dislodged  by  this 
treatment  when  the  engine  was 
running,  it  would  still  be  possi- 
ble, when  the  engine  had 
stopped,  to  follow  another 
course,  by  plugging  the  mouths  matic  Track  Sander- 
of  the  free  pipes,  and  concentrating  the  full  force  of 
the  air  pressure  on  the  obstruction  in  the  remaining 
pipe. 

Summarizing,  it  is  claimed  that  this  track  sander 
embodies  in  its  construction  and  operation  the  follow- 
ing advantages: 

1.  Minimum  cost  of  application,  and  exemption 
from  necessity  of  making  any  changes  in  the  sand 
box  itself  or  in  the  old  hand-sanding  apparatus  under 
the  sand  box. 


464  LOCOMOTIVE  APPLIANCES. 

2.  Feed  adjustments  so  arranged  as  to  secure  both 
a  minimum  and  a  regular  delivery  of  sand  at  the  rail. 

3.  The  foot  valve  feature  results  in  a  slight  inward 
suction  of  external  air  through  its  joints,  when  air  is 
applied  (as  such  application  creates  a  slight  vacuum 
in  body  A)]  this  tends  to  keep  the  sand  loose  in  the 
body  A,  and  to  reduce  the  danger  of  clogging. 

4.  The  reasonable  probability  of  being  able  to  blow 
out  any  ordinary  obstruction  while  the  engine  is 
running;  the  possibility  of  being  able  to  blow  out  and 
thoroughly  dry  all  pipes  after  an  engine  comes  in 
from  off  the  road,  and  to  insure  everything  being  in 
working  order  for  the  next  trip;  the  feature  of  being 
able  to  use  heated  compressed  air  in  cold  countries, 
or  elsewhere,  when  desired. 

5.  In  case  of  failure  of  the  air  supply,  the  foot 
valve  may  be  fastened  open,  and  the  old  hand  sander 
used. 


THE  A-B-C  TRACK  SANDER. 

A  sander  composed  of  but  few  parts  is  shown  in 
Fig.  1 .  A  is  the  connection  to  the  sand  box.  C  is  the 
air  connection  leading  from  a  small  operating  valve  in 
the  cab.  B  is  the  ordinary  delivery  pipe  leading 
to  the  rail,  and  D  is  a  loose  tube  at  the  opening  of 
delivery  pipe  B. 

Directions  for  Apply  ing. --Cut  the  sand  pipe  just 
above  the  running  board,  or  where  sanders  can  be 
gotten  at  conveniently. 

To  Clean  Out.- -Remove  plug  in  the  top  and  pull 
out  the  loose  tube  D.  Should  air  fail  while  on  the 


LOCOMOTIVE  APPLIANCES. 


465 


road,  remove  the  loose  tubes  D  and  leave  them  out, 
using  the  ordinary  hand  sand  lever. 


FIG.  1. 
A-B-C  Track  Sander. 

THE  "MUDD"  AIR  SANDER. 

This  device  is  shown  in  detail  by  Figs.  1,  2  and  3, 
and  is  seen  to  be  operated  in  conjunction  with  the 
original  slide  valve  sand-lever  device.  One-inch 
standard  pipe  should  be  used  for  the  forward  delivery 
pipes,  and  one-half  inch  standard  for  the  back-up. 

For  the  forward  motion,  drill  a  one-half  inch  pipe 
tap  hole  through  the  base  of  the  sand-box  into  the 
sand  cavity  to  which  the  original  pipes  are  attached, 

30 


466 


LOCOMOTIVE  APPLIANCES. 


the  hole  to  be  drilled  between  the  original  slide  valve 
and  the  outer  casing.  This  hole  should  be  tapped  out 
with  one-half  inch  pipe  tap,  and  one  of  the  short 


FIG.  1. 
The  Mudd  Track  Sander. 


nipples  screwed  in.  Then  drill  a  hole  in  the  casing 
directly  back  of  the  center  of  the  sand  box,  and  as  near 
the  bottom  as  possible,  through  which  place  the  air- 
pipe  connection.  The  pipe  that  runs  from  the 


LOCOMOTIVE  APPLIANCES. 


467 


FIG.  2. 

The  Mudd  Track  Sander. 
(Plan  View.) 


FIG.  3 

The  Mudd  Track  Sander. 
(Side  View.) 


468  LOCOMOTIVE  APPLIANCES. 

engineer's  valves  should  be  one-quarter  inch  copper 
pipe,  and  placed  under  the  jacket. 

There  should  be  placed  in  the  top  of  the  sand  box, 
as  shown  in  Fig.  1,  a  one-quarter  inch  mesh  netting 
to  insure  screened  sand  at  all  times. 

The  back-up  sander  should  be  placed  directly  over 
the  forward  delivery  apparatus,  and  as  near  the 
bottom  of  the  box  as  it  is  possible  to  get  it. 

The  air  pressure  should  be  taken  from  the  reservoir 
pipe  attached  to  the  engineer's  valve. 


PNEUMATIC  TOOLS  AND  THEIR   USE   FOR 
LOCOMOTIVE  WORK. 

There  is  undoubtedly  a  dividing  line  between  tools 
and  appliances  used  on  a  locomotive  and  those  used  in 
building  and  repairing  locomotives,  yet  it  cannot  fail 
to  interest  practical  railroad  men  if  this  volume  con- 
veys some  idea  of  the  various  uses  of  pneumatic  tools, 


FIG; 


Pneumatic  Hammer,  Strikes  5,000  to  7,000  Blows  Per  Minute. 
(Weight,  Various  Sizes,  5  to  9  Pounds.) 

used  in  almost  every  railroad  shop  and  roundhouse  in 
the  United  States  to-day. 

The  engravings  herein  will  tell  the  story  of  use- 
fulness and  expediency  of  the  various  pneumatic 
tools  shown  more  explicitly  than  any  lengthy  descrip- 
tion thereof.  ( 


470 


LOCOMOTIVE  APPLIANCES. 


LOCOMOTIVE  APPLIANCES. 


471 


FIG.  4. 

Flue  Expander  Pusher— This  attachment,  which  can  be  applied  to  any  class  of 

roller  expander,  forces  the  pin  inwards  by  air  pressure,  only  requiring 

one  man  to  handle  it  when  used  with  a  pneumatic  drill.     It 

expands  every  flue  with  the  same  force  and  avoids 

all  distortion  of  the  flue  sheet. 


FIG.  5. 

Chicago  Pneumatic  Flue  Cutter — Each  machine  is  adapted  to  three  different 
sizes  of  flues  and  will  cut  flues  both  inside  and  outside  of  sheet. 


472 


LOCOMOTIVE  APPLIANCES. 

m 


FIG.  6.     Chicago  Pneumatic  Mud  Ring  Riveter  Mounted  on  Truck. 


FIG.  7. 

'Little  Giant"  Stay  Bolt  Nipper— The  stay  bolt  may  be  cut  off  at  any  length 

desired,  as  the  bolt  passes  through  the  cylinder.     Will  cut 

stay  bolts  up  to  11  inches  in  diameter. 


LOCOMOTIVE  APPLIANCES.  473 


FIG.  8. 

Pneumatic  Drill. 
(Weight,  Various  Sizes,  from  13  to  40  Pounds.) 


474 


LOCOMOTIVE  APPLIANCES. 


FIG.  9. 
Pneumatic  Drill— Showing  Parts  Separated. 


FIG.  10. 
Pneumatic  Drill  at  Work  in  the  Machine  Shop. 


LOCOMOTIVE  APPLIANCES. 


475 


FIG.  11. 

Piston  air  drill  for  drilling,  reaming  and  tapping  on  locomotive  work — It  is 

operated  with  one-third  the  amount  of  air  used  by  a  rotary 

motor  and  develops  50  per  cent,  more  power. 


ILLUSTRATIONS, 

PAGE. 

The  American  Steam  Locomotive,     Plate  I — opposite 8 

Location  of  Pyle  national  electric  headlight  on  locomotive  ....  10 

Electric  headlight  engine 12 

Electric  headlight — Lamp  B 16 

Electric  headlight — Lamp  C 18 

Illustrations  of  electrical  measurements 24 

Mason  locomotive  pressure  reducing  valve 

Gold  pressure  regulator 37 

Climax  steam  pressure  regulating  valve 38 

Eclipse  reducing  valve 40 

Taafel  pressure  regulator 41 

Ross  Steam  pressure  reducing  valve 44 

Special  automatic  relief  .valve 46 

Location  of  steam  heating  cab  attachments 47 

New  York  Air  Brake  Co.'s  duplex  air  pump 50 

Plain  New  York  triple  valve 54 

New  York  quick  action  triple  valve 56 

Illustrative  model  of  New  York  quick  action  triple  valve  (all 

valves  in  normal  positions) 57 

Illustration  of  New  York  quick  action  triple  valve  (position 

of  valves  in  service  application) 58 

Illustrative  model  of  New  York  quick  action  valve  (valves  in 

emergency  position) 59 

Westinghouse  "  1900"  feed  valve  or  train  line  governor — slide 

valve  pattern 63 

High  pressure  controlling  apparatus 66 

Brake  shoe  and  its  application  to  the  driver 69 

Skeleton  steel  brake  shoe 71 

Skeleton  steel  insert  shoe 71 

Improved  combination  driving  brake  shoe 72 

Skeleton  diamond  "  S  "  brake  shoe 73 

Unflanged  diamond  "  S  "  brake  shoe 73 

The  "  U  "  shoe 74 

Lappin  driver  brake  shoe,  with  malleable  back  and  lugs 75 

Lappin  car  or  tender  brake  shoe 76 

Lappin  brake  shoe 76 

Interlocking  brake  shoe 77 

Interlocking,  divided,  brake  shoe 78 

Corning  soft  gray  iron  insert 79 

Corning  driver  brake  shoe 79 

Corning  plain  brake  shoe 79 

Moran  flexible  joint 82 

Sectional  view,  Moran  flexible  joint 83 

Metallic  coupling  for  steam  piping 84 

(477) 


478  ILLUSTRATIONS. 

PAGE. 

Section  of  swivel  joint 84 

Plan  and  elevation  of  steam  heat  conduit,  as  applied  between 

locomotive  and  tender 85 

Climax  flexible  metallic  joint 86 

Climax  flexible  metallic  joint — double  joint 87 

Mercury  column  and  gauge 88 

Electro-mercurial  gauge  tester 89 

Single  Bourdon  spring  gauge (JO 

Double  Bourdon  spring  gauge 91 

Early  form  of  diaphragm  gauge .  .  .  .  92 

Early  form  of  diaphragm  gauge 92 

Bulb  siphons  or  traps 93 

Coil  pipe  siphon 94 

Crosby  locomotive  pressure  gauge 95 

Crosby  single  tube  gauge 96 

Crosby  thermostatic  water-back  gauges 97 

Lane  pressure  gauge 99 

Star  corrugated  spring 100 

Star  double-spring  gauge — Bourdon  style 100 

Star  double-spring  gauge — Lane  style 101 

Ashcroft  single  Bourdon  spring  steam  gauge. 101 

Ashcroft  double  Bourdon  spring  steam  gauge,  with  Lane's  im- 
provement    101 

Ashcroft  auxiliary  spring  locomotive  steam  gauge 102 

Ashcroft  double  spring  standard  locomotive  gauge 102 

Utica  capsular  spring 103 

Utica  capsular  spring 103 

Utica  locomotive  steam  gauge 103 

Westinghouse  duplex  air  gauge 105 

Westinghouse  duplex  air  gauge  (sectional  view) 105 

Semaphore  duplex  air  gauge 105 

Semaphore  duplex  air  gauge  (sectional  view) 105 

Crosby  duplex  air  gauge 106 

Crosby  duplex  air  gauge 106 

Star  air  brake  inspector's  gauge 107 

Utica  duplex  air  gauge 108 

Utica  duplex  air  gauge 109 

Pressure  recording  gauge 110 

Star  pressure  recording  gange 110 

Gauge  hand  or  "  pointer  "  pullers 112 

Crosby  test  gauge 113 

Ashcroft  test  gauge 1 14 

Star  test  gauge 115 

Utica  gauge  tester 117 

Utica  gauge  tester 118 

Coale  pop  safety  valve  and  muffler 121 

Star  improved  open  or  plain  pop  safety  valve — exterior  view ...  123 

Star  improved  open  or  plain  pop  safety  valve — sectional  view.  .  123 
Star  improved  locomotive  muffled  pop  safety  valve — exterior 

view 124 


ILLUSTRA  TIONS.  479 

PAGE. 

Star  improved  locomotive  muffled  pop  safety  valve — sectional 

view 124 

Meady  muffled  locomotive  pop  safety  valve 125 

Crosby  locomotive  pop  safety  valve — sectional  view 126 

Crosby  plain  locomotive  pop  safety  valves 129 

Crosby  muffled  locomotive  pop  safety  valves 129 

Flat  top  muffler  valve,  with  lever 130 

Round  top  muffler  valve,  without  lever 130 

Consolidated  plain  locomotive  pop  safety  valve,  fitted  with 

Richardson's  adjustable  screw  ring 131 

Ashton  open  pop  safety  valve 133 

Ashton  muffler 133 

Sellers'  class  N  improved  self-acting  injector 139 

Sellers'  class  N  improved  self-acting  injector  (sectional  view)  .  .  140 

Sellers'  class  M  improved  self-acting  injector. -. 147 

Sellers'  class  M  improved  self-acting  injector  (sectional  view) . .  .  148 

Nathan  " simplex"  injector  (sectional  view) 150 

Nathan  "monitor"  injector  (sectional  view) 151 

Metropolitan  "  1898"  locomotive  injector 153 

Hancock  locomotive  inspirator 157 

Hancock  locomotive  inspirator 158 

Hancock  "  composite"  locomotive  inspirator 161 

Lunkenheimer  "  '99  "  model  injector 164 

Ohio  locomotive  injector  (sectional  view) 167 

Niagara  locomotive  injector  (sectional  view) ' 168 

Little  Giant  locomotive  injector  (sectional  view) 169 

Little  Giant  locomotive  injector 170 

Boiler  washing  and  testing  apparatus 172 

/'  Swing"  intermediate  or  line  check  valve 173 

Oil  cup  for  injectors  and  inspirators 173 

Penberthy  ejector 174 

Ejector,  showing  connections  for  elevating 175 

Hancock  ejector  or  jet  pump 176 

Boiler  check  valve,  with  cast-iron  casing 178 

Sellers'  combined  boiler  check  and  stop  valve 178 

Combined  check  and  stop  valve 179 

Miiller  turbine  boiler  check  valve 180 

Graphic  definitions  of  valve  dimensions — plain  slide  valve.  .  .  .  181 

Richardson  balanced  slide  valve  (longitudinal  section) 183 

Richardson  balanced  slide  valve  (transverse  section) 183 

Richardson  balanced  slide  valve  (plan) 183 

Richardson  balanced  slide  valve  (elevation  of  end  packing, 

strips  and  springs) 183 

Allen-Richardson  balanced  slide  valve  (longitudinal  section) . .  185 

Allen-Richardson  balanced  slide  valve  (transverse  section) ....  185 

American  balance  valve  (single  disc,  longitudinal  section) 187 

Single  disc,  American  balance  valve 190 

Double  cone  American  balance  valve 192 

Piston  valve  for  Baldwin  four-cylinder  compound  locomotive.  .  197 

Locomotive  piston  valve 198 


480  ILLUSTRATIONS. 

PAGE. 

Pemberthy  automatic  water  gauge 199 

Star  self-closing  water  gauge 200 

Crosby  safe  water  gauge 201 

Regrinding  locomotive  gauge  cock 202 

Mason  air  brake  pump  regulator 203 

Bell  whistle 208 

Chime  whistle  "  locomotive  style, " 208 

Crosby  chime  whistle — slide  valve  type 209 

Crosby  single  bell  chime  whistle 210 

Ashcroft  four-tone  chime  whistle 210 

Johnstone  flexible  stay-bolt 215 

An  improved  locomotive  eccentric 22C 

Rubber  wound  cloth  packing 221 

United  States  piston  rod  packing 223 

United  States  piston  rod  packing  for  pistons  with  enlarged  ends  224 

Gibbs'  vibrating  cup  for  pistons  with  enlarged  ends 225 

United  States  valve  stem  packing 226 

Jerome  piston  rod  packing 227 

Jerome  piston  rod  packing  for  pistons  with  enlarged  ends 228 

Packing  rings  for  Jerome  piston  rod  packing 229 

Jerome  valve  stem  packing 230 

Jerome  valve  stem  packing  rings 230 

United  States  air  pump  packing 232 

Jerome  air  pump  packing 233 

Swab  holder  and  swab  for  lubricating  valve  stems  and  piston  rods  234 

Detroit  triple  feed  locomotive  lubricator  (front  view) 252 

Detroit  triple  feed  locomotive  lubricator  (side  view) 252 

Detroit  triple  feed  locomotive  lubricator  (front  elevation) 254 

Detroit  triple  feed  locomotive  lubricator  (side  elevation) 255 

Detriot  triple  feed  locomotive  lubricator  (plan  view) 255 

Detroit  triple  feed  locomotive  lubricator  (sectional  view  of  feed 

showing  automatic  safety  valves  above  the  glasses) 257 

Detroit  triple  feed  locomotive  lubricator  (showing  manner  of  in- 
serting and  removing  sight-feed  glass) 258 

Detroit  triple  feed  locomotive  lubricator,  with  tippett  attach- 
ment (front  view) 259 

Detroit  triple  feed  locomotive  lubricator,  with  tippett  attach- 
ment (side  vtew) 259 

Detroit  triple  feed  locomotive  lubricator,  with  tippett  attach- 
ment (front  elevation) 260 

Detroit  triple  feed  locomotive  lubricator,  with  tippett  attach- 
ment (side  elevation) 261 

Detroit  triple  feed  locomotive  lubricator,  with  tippett  attach- 
ment (plan  view)   262 

Detroit  triple  feed  locomotive  lubricator,  with  tippett  attach- 
ment showing  method  of  connecting  tippett    attachment 

to  locomotive 264 

Steam  chest  oil  pipe  plug 264 

Michigan  sight  feed  lubricator 265 

Vertical  longitudinal  section  Michigan  automatic  steam  chest  plug  266 


ILLUSTRATIONS.  481 

PAGE. 

Michigan  sight-feed  lubricator,  side  elevation 268 

Michigan  sight-feed  lubricator,  front  elevation 269 

Seibert  triple  sight-feed  lubricator 272 

Cory's  force-feed  lubricator  for  oiling  all  journals,  eccentrics 

and  links  while  engine  is  running  full  speed 274 

Cory's  force-feed  lubricator 275 

McCanna  locomotive  force-feed  cylinder  lubricator 279 

Acme  engine  truck  cellar  and  oil  cup 280 

Acme  automatic  engine  truck  cellar,  with  acme  sight-feed  cup.  .  281 

Acme  oil  cup 282 

Acme  oil  cup  (sectional  view) 282 

Guide  cup 284 

Guide  cup 284 

Spindle  feed  rod  cup 285 

Locomotive  bearing  cup  for  connecting  rods 285 

Oil  cup  for  front  end  main  rod  on  cross-head 286 

Valve  stem  oil  cup 287 

Main  rod,  front  end,  oil  cup 287 

Oil  cup  for  rocker  box  on  cross-head 287 

Oil  cup  for  link  hanger 287 

Grease  cup  for  rods 288 

Glass  grease  cup  for  rods 288 

Crosby  hand  oiler 290 

McVicar  hand  oiler 290 

Galvanized  iron  box  for  demonstrating  effect  of  various  methods 

of  loosening  up  packing 293 

Showing  proper  height  of  packing 295 

Showing  bad  conditions  of  packing  at  back  end 295 

Showing  excessive  quantity  of  packing 298 

Tool  for  loosening  up  packing  in  journal  boxes 300 

Tool  for  packing  journal  boxes  in  shops  and  shop  yards 300 

Showing  position  of  packing  tool  when  used  to  loosen  up  pack- 
ing in  each  side  of  journal 301 

Showing  position  of  packing  tool  when  used  to  remove  surplus 

packing   301 

Harrison  dust  guard 305 

Whistle  connection  and  application  of  Gollmar  bell  ringer 308 

Gollmar  bell  ringer 309 

Gollmar  bell  ringer  (sectional  view) 310 

Sansom  bell  ringer 311 

Sansom  bell  ringer  (snowing  internal  mechanism) 312 

Chicago  locomotive  bell  ringer 313 

Huff  automatic  steam  blower 314 

Huff  automatic  steam  blower  (sectional  view) 315 

Huff  automatic  steam  blower  (external  view) 316 

Huff  locomotive  attachments 317 

C.  &  N.-W.  R'y  automatic  blower  valve 318 

Wallace  &  Kellogg's  automatic  variable  exhaust  nozzle 321 

Huff  automatic  variable  exhaust  (side  view) 323 

Huff  automatic  variable  exhaust  (plan  view) 324 


482  ILLUSTRATIONS. 

PAGE. 

Huff  automatic  variable  exhaust  (front  view) 325 

Huff  automatic  variable  exhaust  (view  from  under  side  of  loco- 
motive)    326 

Air  pump  exhaust  feed  water  heater  and  cylinder  lubricator .  .  .  328 

Mclntosh  pneumatic  blow-off  cock 331 

Cab  operating  valve  arrangement,  Mclntosh  blow-off  cock ....  332 
Mclntosh  pneumatic  blow-off  cock,  showing  arrangement  of 

blow-off  cocks  on  boiler 334 

Hornish  mechanical  boiler  cleaner 336 

Hornish  mechanical  boiler  cleaner  (sectional  view  through  front 

of  boiler) 338 

Hornish  mechanical  boiler  cleaner  (section  through  mud  ring) .  339 

Climax  blow-off  cock 342 

Little  Giant  blow-off  cock  . , 343 

Johnstone  blow-off  valve 344 

Homestead  blow-off  valve 345 

Automatic  air  and  steam  coupler  (plan) 346 

Automatic  air  and  steam  coupler  (elevation) 347 

Linstrom  non-freezing  syphon  pipe 349 

Sellers'  strainer  (view  from  under  side  showing  straining  plate 

partially  removed)  351 

Sellers'  strainer  (position  of  strainer  on  locomotive) 352 

Heath  feed-water  strainer 353 

H-D  locomotive  strainer 354 

Hancock  hose  strainer 354 

Q  and  C— Priest  snow  flanger  (as  attached  to  locomotive) 357 

Positive  discharge  engineer's  brake  valve — New  York  Air 

Brake  Co 358 

Positive  discharge  engineer's  brake  valve — New  York  Air 

Brake  Co. — (sectional  view) 359 

Automatic  emergency  recorder,  as  applied  to  an  1892  West- 

inghouse  engineer's  brake  valve 366 

Westinghouse  latest  improved  slack  adjuster 369 

Gould  brake-slack  adjuster 370 

Standard  heavy  locomotive  globe  valve 371 

Crosby  spring  seat  valve 372 

Homestead  straight-way  valve 373 

Steam  chest  vacuum  or  air  relief  valve 374 

Richardson  vacuum  relief  valve 375 

Blackall  relief  valve  for  use  on  locomotives 376 

Richardson  combined  pressure  and  vacuum  relief  valve 377 

Manner  of  covering  a  locomotive  boiler  with  sectional  lagging.  .  380 

Method  of  securing  sectional  lagging  to  the  boiler 381 

Asbestos  covering  for  steam  pipes 382 

Crosby  indicator 385 

Crosby  indicator  (sectional  view) 386 

Tabor  indicator,  fitted  with  drum  stop  attachment 393 

Ashcroft  reducing  wheel . 399 

Tabor  indicator,  fitted  with  Houghtaling  reducing  motion  and 

electric  attachment . .  402 


ILLUSTRATIONS.  483 

PAGE. 

Thompson  indicator  ." 403 

Thompson  indicator  (sectional  view) 404 

Indicator  diagram 405 

Indicator  diagram 406 

Boyer  railway  speed  recorder 408 

Record  of  speed 409 

Boyer  railway  speed  recorder,  as  applied  to  a  locomotive 411 

Recorder  pulley — Boyer  speed  recorder 414 

Oiler — Boyer  speed  recorder 417 

Pencil  mechanism — Boyer  speed  recorder 418 

Boyer  speed  recorder,  as  applied  to  passenger  car 420 

Crosby  locomotive  counter 421 

Talbot  automatic  coupler  for  tenders 422 

Gilman-Brown  emergency  knuckle 424 

Hollow  cast-steel  cross-head  for  4-bar  guides 425 

Solid  cast-steel  cross-head  for  4-bar  guides 426 

Cast-steel  cross-head  for  2-bar  guides 426 

Cast-steel  rocker  arm 427 

Cast-steel  driving  box 427 

Engine  house  heating — Sturtevant  system 429 

Bruyn  automatic  swinging  smoke  jack 433 

Ferguson  locomotive  fire  kindler 435 

Chapman  screw  jack 438 

Joyce  double  movement  screw  jack 438 

Joyce  rapid  moving  screw  jack 439 

Norton  ball-bearing  ratchet  screw  jack 439 

Joyce  geared  locomotive  jack < 441 

Sectional  view  of  Justice  hydraulic  jack 442 

Joyce  hydraulic  jack 443 

Geared  journal  jack 444 

Portable  air  jack 445 

Air  jack  and  carriage 445 

Little  Giant  pneumatic  motor  chain  hoist .  446 

Locomotive  pusher 447 

Leach  "D"  sander,  showing  adjustable  air  nozzle  with  check 

valve     450 

Leach  "  D  "  double  sander 452 

Leach  "  D"  single  sander,  showing  application  to  an  eight-wheel 

locomotive  for  sanding  the  rail  going  ahead  only 453 

Leach  "  D  "  sanders — detail  parts 454 

Leach  "  A  "  sander 455 

"  She  "  sander,  showing  application  to  sand  box 456 

"  She  "  sander — detail  parts 457 

Sherburne's  arrangement  for  automatic  sanding 459 

Huff  pneumatic  track  sander 460 

Huff  pneumatic  track  sander — detail  parts 461 

Huff  pneumatic  track  sander,  showing  application  and  pipe  con- 
nections    462 

Engineer's  valve — Huff  pneumatic  track  sander 463 

A.  B.  C.  track  sander 466 


484  ILLUSTRA  TIONS. 

PAGE. 

Mudd  track  sander 466 

Mudd  track  sander  (plan  view) 467 

Mudd  track  sander  (side  view) 467 

Pneumatic  hammer    469 

Pneumatic  hammer,  beading  flues 470 

Pneumatic  hammer,  chipping  steel  casting 470 

Flue  expander  pusher 471 

Chicago  pneumatic  flue  cutter 471 

Chicago  pneumatic  mud  ring  riveter,  mounted  on  truck 472 

Little  Giant  stay-bolt  nipper 472 

Pneumatic  drill    473 

Pneumatic  drill  (showing  parts  separated) 474 

Pneumatic  drill  (at  work  in  machine  shop) 474 

Piston  air  drill  for  drilling,  reaming  and  tapping 475 


INDEX. 

PAGE. 

A.  B.  C.  track  sander 464 

Adjuster,  automatic  brake-slack 369 

Air  brake  apparatus 49 

pump  regulator  or  governor,  Mason 203 

valve,  new  engineer's — N .  Y .  Air  Brake  Co 358 

Air  pump  exhaust,  Wallace  &  Kellogg's 327 

metallic  packing 231 

Air  and  steam  coupler  automatic 346 

Allen-Richardson  balanced  slide  valve 184 

American  balanced  valve 187 

Ashcroft  pressure  gauge 101 

"         reducing  wheels 399 

Ashton  safety  valve 132 

Automatic  air  and  steam  coupler 346 

brake-slack  adjuster 369 

couplers 422 

emergency  recorder 365 

steam  blowers 314 

track  sanding * 458 

Bell  ringers 307 

Blackall  relief  valve 376 

Blowers,  steam,  automatic 314 

Blower  valve,  C.  &  N.-W.  R'y 318 

Boiler  checks 177 

"       cleaners 330 

"      coverings    379 

testing  apparatus 171 

"      washing  and  testing  apparatus * 171 

Boyer  speed  recorder 407 

Brake,  air,  apparatus 49 

Brake-slack  adjuster,  automatic 369 

Brake  shoes „ 68 

"      valve,  new  engineer's — N.  Y.  Air  Brake  Co 358 

C.  &  N.-W.  R'y  blower  valve 318 

Checks,  boiler 177 

Check  valve,  swing  intermediate 172 

Chicago  bell  ringer „ 313 

Cleaners,  boiler. » .......  330 

Climax  blow-off  cock 341 

"       flexible  metallic  joint . . . . . . . , 86 

"       steam  pressure  regulating  valve, 37 

(485) 


486  INDEX. 

PAGE. 

Coale  safety  valve 121 

Cocks,  blow-off 330 

"      gauge 199 

"      siphon    92 

Consolidated  safety  valve 130 

Corning  brake  shoe 78 

Cory's  force-feed  lubricator 274 

Counter,  revolution — Crosby 421 

Couplers,  automatic 422 

Coupler,  automatic  air  and  steam 346 

Coverings,  boiler 379 

Crosby  locomotive  revolution  counter 421 

"        pressure  gauge 95 

"        safety  valve 126 

"        spring  seat  valve 372 

"        steam  engine  indicator 384 

Cups,  oil  . 284 

Cylinder  lubricator,  Wallace  &  Kellogg's 327 

Detroit  triple  feed  lubricator 235 

with  Tippett  attachment 258 

Diagrams,  indicator,  Reading 405 

Duplex  air  brake  gauge 104 

"    pump— N.  Y.  Air  Brake  Co 49 

Dust  guards,  journal  box. 305 

Eccentrics 219 

Eclipse  reducing  valve 39 

Ejector,  the 174 

Electric  headlight 9 

Emergency  recorder,  automatic 365 

Engine  houses,  heating 428 

"       smoke  jacks  for 432 

Exhaust  nozzles,  variable 320 

Feed  valve,  Westinghouse  "  1900" 62 

Feed- water  heater,  Wallace  &  Kellogg's 327 

"           strainers 351 

Fire  kindlers. 435 

Flanger.  snow — Q  and  C — Priest 356 

Flexible  metallic  joints 81 

Force-feed  lubricators 274 

Gauge  cocks 199 

"      hand  or  "  pointer"  pullers 112 

Gauges,  pressure 88 

"      pressure  recording -. 110 

"      testing 113 

"      water 19tf 

Globe  valves 371 

Gold  pressure  regulator 36 

Gollmar  bell  ringer 307 

Grease  cups  . . . .' 288 

Guards,  dust 305 


INDEX.  487 

PAGE. 

Guide  cups 285 

Hancock  "  composite"  inspirator 156 

"        feed-water  strainer 354 

"        inspirator 156 

H  and  D  feed-water  strainer 353 

Hand  oilers 290 

Harrison  dust  guard 305 

Headlight,  electric 9 

Heath  feed-water  strainer 353 

Heating  engine  houses .  428 

High  pressure  controlling  apparatus 65 

Hoists,  power 437 

Homestead  blow-off  cock 345 

"           straight-way  valve 373 

Hornish  mechanical  boiler  cleaner 335 

Huff  automatic  steam  blower 314 

"     pneumatic  track  sander 460 

"     variable  exhaust  nozzle 321 

Indicator  diagrams,  Reading 405 

Indicators,  steam  engine 383 

Injectors 134 

Injector  oil  cup 173 

Inspirator,  Hancock 156 

oil  cup * 173 

Intermediate  check  valve,  Swing 172 

Jack  screws 437 

Jerome  air  pump  packing 232 

"       metallic  packing 227 

"       valve  stem  packing 229 

Jet  pump 174 

Johnstone  blow-off  cock 344 

Joints,  flexible  metallic 81 

Journal  boxes,  dust  guard 305 

"      packing  in 292 

Journals,  lubrication  of 291 

Kindlers,  fire 435 

Knuckle,  coupler,  emergency 423 

Lane  pressure  gauge t 99 

Lappin  brake  shoe 75 

Leach  "  D"  track  sander 449 

Line  check  valve,  Swing 172 

Lunkenheimer  injector 163 

Linstrom  siphon  pipe 349 

Little  Giant  injector 169 

"      pneumatic  blow-off  cock 343 

Lubrication 235 

journals 291 

Lubricators 235 

Lubricator,  cylinder — Wallace  &  Kellogg's 327 

Mason  reducing  valve 32 


488  INDEX. 

PAGE. 

McCanna  force-feed  lubricator '. .  277 

Mclntosh  pneumatic  blow-off  cock 330 

McLaughlin's  flexible  metallic  joint 84 

Meady  safety  valve 124 

Metallic  joints,  flexible 81 

Metropolitan  injector \ 152 

Michigan  sight-feed  lubricator '. 264 

Moran  flexible  metallic  joint 83 

Mudd  track  sander 465 

Nathan  "  Monitor"  injector 151 

"  "  Simplex"  injector 148 

New  York  air  brake,  duplex  air  pump 49 

'  "  "  "  triple  valves 53 

Niagara  injector 168 

Nozzles,  exhaust,  variable 320 

Ohio  injector 167 

Oil  cellar,  engine  truck 280 

Oil  cups 284 

Oil  cup,  injector 173 

"  inspirator 173 

Oilers,  hand 290 

Open  cups 287 

Packing  journal  boxes 292 

Packing,  metallic 221 

"  rod 221 

Piston  valve 197 

Pneumatic  tools 469 

Pop  safety  valves 120 

Power  hoists 437 

Pressure  gauges 88 

Pressure,  high,  controlling  apparatus 65 

Pressure  recording  gauges 110 

"  regulators 30 

Pullers,  gauge  hand  or  "  pointer" 112 

Pump,  duplex  air — N.  Y.  Air  Brake 49 

"       jet 174 

"  regulator — Mason  air  brake 203 

Pusher,  locomotive  or  car 447 

Recorder,  emergency  automatic 365 

"  speed,  Boyer 407 

Reducing  valves 30 

'wheels,  Ashcroft 399 

Regulators,  pressure 30 

Regulator,  pump,  Mason  air  brake 203 

Relief  valves 371 

Revolution  counter,  Crosby 421 

Richardson  balanced  slide  valve 182 

combined  pressure  and  vacuum  relief  valve 377 

relief  valve 375 

Ringers,  bell 307 


INDEX.  489 

PAGE. 

Rod  packing 221 

Ross  steam  pressure  reducing  valve 43 

Safety  valves,  pop 120 

Sanders,  track 448 

Sansom  bell  ringer 311 

Sargent  brake  shoe 70 

Screws,  jack 437 

Seibert  sight-feed  lubricator 271 

Sellers'  feed-water  strainer 351 

?<       injector 139 

" She"  track  sander 455 

Sherburne's  arrangement  for  automatic  sanding 458 

Shoes,  brake 68 

Siphons 92 

Siphon  pips.  Linstrom 349 

Slide  valves 181 

Snow  flanger — Q  and  C — Priest 356 

Special  automatic  relief  valve 45 

Speed  recorder,  Boyer 407 

Soindle  feed  cups 286 

Star  pressure  gauge 100 

"     safety  valve 122 

Stay-bolts -. 212 

Steam  and  air  copuler,  automatic 346 

"      blowers,  automatic 314 

"       chest  vacuum  valves 374 

"      heating,  directions  for  maragement  of,  on  trains 31 

"       engine  indicators 383 

Steel,  cast,  for  locomotive  parts 425 

Swab  holders 234 

Swine  intermediate  or  line  check  valve 172 

Taafel  pressure  regrlator 

Tabor  steam  engine  indicator 391 

Tender  brake  shoe 73 

Testing  boiler  apparatus 171 

"        gauges'. 113 

Thompson  steam  engine  indicator 403 

Tools,  pneumatic 469 

Track  sanders 448 

Trains,  heating  by  steam 31 

Trinle  valves— N!  Y.  air  brake ' 53 

Truck  brake  shoe 73 

"       oil  cellar 280 

United  States  air  p'r-rm  packing 231 

"       metallic  packing 222 

"           "      valve  stem  packing 225 

Ftica  pressure  gauge 10^ 

Valve,  blower,  C.  &  N.-W.  R'y *1S 

"       brake,  new  engineer's — N.  Y.  Air  Brake  Co 

"      check,  swing  intermediate 172 


490  INDEX. 

PAGE. 

Valve,  feed,  Westinghouse  "  1900" 62 

globe 371 

piston 197 

reducing 30 

relief 371 

safety,  pop 120 

slide 181 

triple,  N.  Y.  air  brake 53 

Variable  exhaust  nozzles 320 

Wallace  &  Kellogg's  air  pump  exhaust,  feed- water  heater  and 

cylinder  lubricator 327 

Wallace  &  Kellogg's  variable  exhaust  nozzle 321 

Washing,  boiler,  apparatus 171 

Water,  feed,  strainers 351 

Water  gauges : 199 

Westinghouse  air  brake — Westinghouse  "  1900"  feed  valve.  ...  62 

Whistles,  steam 208 


THE  SCIENCE  OF  RAILWAYS 

BY  MARSHALL  M.  KIRKMAN. 

*TFK  SCIENCE  or  RAILWAYS"  DESCRIBES  THE  METHODS  AND  PRINCIPLES  CON- 
NECTED WITH  THE  ORGANIZATION,  LOCATION,  CAPITALIZATION, 
CONSTRUCTION,  MAINTENANCE,  OPERATION  AND 
ADMINISTRATION  OF  RAILROADS. 


IN  TWELVE  VOLUMES,  COMPRISING  BOOKS  ON 

Railway  Equipment.  Fiscal  Affairs ;  Collectionof  Revenue. 

Railway  Organization.  Fiscal  Duties  of  Agents  and  Con- 

C°nSlrUCting  and  Main-  Principle's  Governing  Collection 

of  Revenue. 

Tram  Service.  General  Fiscal  Affairs. 

Passenger, Baggage,  Express  and  Mail  General  Fiscal  Affairs  and  Sta- 

Service.  tistics. 

Freight  Business  and  Affairs.  Payment  of   Employes  of  Rail- 
Disbursements  Of  Railways.  Tr^fsifrPr's  rVflnp 

Economical  Purchase,  Care  and  Th?  KpHpf  Dpnartrnpnt  of  Rail 
Use  of  Material.  roads          DePartment  of  Rail- 
Fiscal  Affairs;  Expenditures.  Origin  and  E^^tion  of  Transporta- 
Economic  Theory  of  Rates;   Private  tion. 

versus  Government  Control  of  Rail-  Engineers' and  Firemen's  Manual- 
roads.  General  Index. 

"Officers  and  employes  of  railway  companies  and  the  students  of  this 
form  of  transportation  owe  you  much.  ..."  MARVIN  HUGHITT,  President 
Chicago  and  North-Western  Railway. 

"To  railroad  men,  whose  duties  so  frequently  run  in  a  groove,  they  afford 
most  useful  information  that  could  not  otherwise  be  obtained,  and  they 
suggest  improved  methods  that  must  be  highly  beneficial  to  railway  manage- 
ment."—C.  C.  HARVEY,  President  New  Orleans  and  North-Eastern  Railroad. 

";The  Science  of  Railways'  shows  a  work  of  labor  and  thought.  The 
subject  is  treated  as  none  but  a  practical  railroad  man  could  treat  it.  The 
illustrations  showing  the  modes  of  transportation  from  the  primitive  days  to 
the  present  time  are  necessarily  quaint  and  instructive.  His  delineations  of 
character  required  to  make  a  good  and  efficient  railway  officer  are  clear  and 
pointed.  His  reference  to  the  construction  of  railways,  operation,  mainte- 
nance of  roadway  and  rolling  stock  are  discussed  with  a  clear  head  and  hold 
the  reader's  attention.  It  is  a  work  that  should  be  in  the  hands  of  every 
railroad  man,  young  and  old.  There  is  something  in  every  volume  interest- 
ing, and  it  is  well  adapted  to  the  wants  of  young  and  ambitious  railroad  men, 
and  it  should  be  in  the  hands  of  those  employes  whose  aim  is  advancement." 
—JOHN  M.  TOUCEY,  General  Manager  New  York  Central  and  Hudson  River 
Railroad  Company. 

"  A  curriculum  eminently  adapted  for  the  employe  in  any  sphere  of  labor. 
It  is  of  inestimable  value  as  a  book  of  reference."— ROBERT  DUDGEON,  Super- 
intendent Minnesota  Transfer  Railway  Company. 

"I  hope  your  work  may  be  spread  wide  amongst  railroad  men  as  well  as 
investors."— J.  L.  TEN  HAVE,  Frzn,  Capitalist,  Amsterdam,  Holland. 

"Written  with  a  grace  and  facility  of  diction  which  fairly  entitle  them  to 
be  received  as  literature  of  the  first  class."— Noah's  Sunday  Times. 

"The  author's  long  experience,  his  great  opportunities  for  acquiring 
accurate  knowledge,  his  careful  and  thorough  study  of  railway  administra- 
tion, make  his  books  authoritative,  studious,  thoughtful  and  enlightened."— 
Chicago  Evening  Journal. 

PUBLISHED  BY 

THE  WORLD  HALLWAY  PUBLISHING  COMPANY, 
CHICAGO,  ILL. 


THE  SCIENCE  OF  RAILWAYS 

BY  MARSHALL  M.  KIRKMAN. 

'THE  SCIENCE  OF  RAILWAYS"  DESCRIBES  THE  METHODS  AND  PRINCIPLES  CON- 
NECTED WITH  THE  ORGANIZATION,  LOCATION,  CAPITALIZATION, 
CONSTRUCTION,  MAINTENANCE,  OPERATION  AND 
ADMINISTRATION  OF  RAILROADS. 


IN  TWELVE  VOLUMES,  COMPRISING  BOOKS  ON 

Railway  Equipment.  Fiscal  Affairs;  Collectipnof  Revenue. 

Railway  Organization.  Principles  Governing  Collection 

C°nslructing  and   Main-  FMlJuUes3  of  Agents  and  Con- 
ductors. 

Train  Service.  General  Fiscal  Affairs. 

Passenger, Baggage,  Express  and  Mail  General  Fiscal  Affairs  and  Sta- 

Service.  tistics. 

Freight  Business  and  Affairs.  Payment  of   Employes  of  Rail- 
Disbursements  of  Railways,  m™'      ror's  Offi^a 

EuT0™iCMitSialhaSe'  Care  and  The  iSf  Department  of  Rail- 

Fiscal  Affairs;  Expenditures.  Origin  alld  Evolution  of  Transporta- 

Economic  Theory  of  Rates;   Private  tion. 

versus  Government  Control  of  Rail-  Engineers'  and  Firemen's  Manual- 
roads.  General  Index. 

"Replete  with  valuable  information  and  suggestions  pertaining  to  the 
construction,  operation  and  maintenance  of  railroads.  The  author's  large 
experience  in  the  service  has  eminently  qualified  him  for  the  authorship  of 
these  practical  and  didactic  volumes.''— GEORGE  W.  PARKER,  President  and 
General  Manager,  St.  Louis,  Alton  <fe  Terre  Haute  Railroad  Company. 

"  An  able  and  interesting  work.  .  .  .  I  am  not  at  all  surprised  at  the 
thoroughness  with  which  the  work  has  been  done,  coming  from  the  pen  of 
Mr.  Kirkman,  as  it  is  only  in  harmony  with  the  completeness  manifested  in 
all  his  efforts  and  in  all  he  does."— A.  N.  TOWNE,  late  Vice-President  and 
General  Manager,  Southern  Pacific  Railway  Company. 

"  It  is  to  be  hoped  that  Mr.  Kirkman's  works  will  find  not  only  a  place  in 
the  library  of  every  railroad  man  who  wishes  to.  be  well  informed  in  connec- 
tion with  his  business,  but  will  also  reach  the  general  public.  Mr.  Kirkman's 
long  connection  with  railway  service  eminently  constitutes  him  an  authority 
on  such  subjects.  I  hope  'The  Science  of  Railways'  will  meet  with  a  wide- 
spread circulation." — J.  M.  WHITMAN,  General  Manager,  Chicago  &  North- 
western Railway. 

"The  work  .  .  .  ought  to  be  in  the  hands  of  every  progressive  young 
man  in  the  railway  service.  Each  volume  treats  fully  and  completely  its 
subject,  and  the  work  as  a  whole  is  an  encyclopedia  of  railway  methods  and 
principles." — GEORGE  A.  COE,  Superintendent,  Chicago  &  Erie  Railroad. 

"  A  great  work,  clearly  and  intelligently  set  forth,  with  .  :  .  enough 
elasticity  to  make  it  perfectly  practicable  to  be  adapted  to  local  surroundings 
of  every  railroad.  .  .  .  Any  man  who  has  practical  knowledge  sufficient 
to  handle  any  part  of  a  railroad  system  can  work  in  harmony  with  it."  .  .  . 
— A.  A.  SHARP,  Superintendent,  Yazoo  &  Mississippi  Valley  Railroad. 

"  The  author  has  had  forty  years'  experience  as  an  employe  and  executive 
officer  of  railways,  and  has  been  engaged  thirty-four  years  in  writing  this 
work.  It  embraces  the  literature  of  the  world  on  the  subject,  coupled  with 
his  own  vast  experience  and  research.  Railroad  men  have  long  recognized  the 
need  of  such  a  work.  While  it  treats  of  specific  things,  it  does  not  reflect  the 
methods  of  any  particular  property  or  country.  It  portrays  truly  and  vividly 
the  principles  and  practices  of  the  great  art  of  transportation,  under  the  gen- 
eral head  of  '  The  Science  of  Railways.'  Representative  railroad  men,  with- 
out distinction,  commend  the  work  for  its  thoroughness,  vast  research  and 
impartial  representation."—  Brother  hood  of  Locomotive  Engineers'1  Journal 


PUBLISHED  BY 

THE  WOBLD  RAILWAY  PUBLISHING  COMPANY, 
CHICAGO,  ILL. 


THE  SCIENCE  OF  RAILWAYS 

BY  MARSHALL  M.  KIRKMAN. 

'THE  SCIENCE  OF  RAILWAYS"  DKSCRIBKS  THE  METHODS  AND  PRINCIPLES  CON- 
NECTED WITH  THE  ORGANIZATION,  LOCATION,  CAPITALIZATION, 
CONSTRUCTION.  MAINTENANCE,  OPERATION  AND 
ADMINISTRATION  OF  RAILROADS. 


IN  TWELVE  VOLUMES,  COMPRISING  BOOKS  ON 

Railway  Equipment.  Fiscal  Affairs;  Collection  of  Revenue. 

Railway  Organization.  F  ductors  ^  °f  AgentS  and  C°n" 

Constructing,  Financing  and  Main-  Principles  Governing  Collection 

taming.  of  Revenue. 

financing.  General  Fiscal  Affairs 

Constructing  and  Maintaining.  General  Fiscal  Affairs  and  Sta- 

Train  Service.      •  tistics. 

Passenger,  Baggage  and  Mail  Service.  p  Wfsnt   of   EmP^68  of  ^ail- 
Freight  Business  and  Affairs.  Treasurer's  Office. 
Disbursements  of  Railways.  The  Relief  Department  of  Rail- 
Economical  Purchase,  Care  and  roads. 

Use  of  Material.  Origin  and  Evolution  of  Transporta- 

Fiscal  Affairs;  Expenditures.  tion. 

Economic  Theory  of  Rates.  Engineers'  and  Firemen's  Manual- 
General  Index. 


"  The  titles  of  the  several  volumes  will  show  the  extent  of  the  ground  cov- 
ered. The  merit  of  the  work  will  be  found  in  the  fact  that  it  is  the  product 
of  an  expert  in  active  railway  service."— ALDACE  F.  WALKER,  Chairman  of 
Board  of  Directors,  Atchison,  Topeka  and  Santa  Fe  Railway. 

"I  find  the  books  most  interesting.  It  is  a  work  that  ought  to  be  in  the 
library  of  every  railroad  man.  My  wonder  is,  how  the  author,  with  all  his 
business,  could  find  time  and  courage  to  write  and  publish  such  a  complete 
and  elaborate  work.  He  is  certainly  entitled  to  very  great  credit  for  it,  as  well 
as  the  thanks  of  all  practical  railroad  men."— AUSTIN  CORBIN,  late  President, 
Long  Island  Railroad  Company. 

"The  books  are  the  recognized  standard  on  the  subjects  treated  of  in  this 
country."— JAMES  McCREA,  Vice-President,  Pennsylvania  Company. 

"These  books  are  of  great  value  to  railway  employes  and  to  investors  and 
others  interested  in  rail  way  properties.  "—WILLIAM  H.  NEWMAN,  Vice-President, 
Great  Northern  Railway  Company. 

"Of  high  educational  value,  because  of  the  interest  excited  from  the  out- 
set in  a  subject  of  paramount  importance  to  civilized  man.  .  .  .  The  illus- 
trations are  impressive  object  lessons.  The  varied  subjects  discussed  are 
treated  in  a  most  interesting  and  instructive  way,  and  cannot  fail  to  leave  a 
deep  and  lasting  impression  on  all  thoughtful  readers." — J.  C.  WELLING,  Vice- 
President,  Illinois  Central  Railroad. 

"The  work  is  a  remarkable  one,  very  interesting  and  valuable  to  railway 
men,  and  students  generally.  It  contains  information  that  has  not  been  com 
piled  heretofore,  together  with  the  practical  ideas  of  a  practical  railway  man 
applied  to  currentoperations  of  railroads.  I  commend  the  work  most  highly." 
— C.  G.  WARNER,  Vice-President,  Missouri  Pacific  Railroad. 

"No  young  man  in  the  railroad  service,  with  the  intention  of  pursuing 
that  branch  of  commerce  as  a  profession,  can  better  equip  himself  than  by  a 
patient  and  careful  reading  of  these  volumes.  I  think  Mr.  Kirkman  has  ren- 
dered the  profession  and  the  public  a  valuable  service  by  producing  this 
work." — J.  C.  STUBBS,  Third  Vice-President,  Southern  Pacific  Company. 

"  Should  be  read  by  every  man  who  is  interested  in  railway  affairs,  and  by 
those  employes  who  intend  to  make  railroading  their  life  work,  and  who  are 
ambitious  for  advancement  therein.  Strange  as  it  may  seem  to  some,  these 
books,  instead  of  being  dry  and  tiresome  reading,  are  as  interesting  as  classical 
works  of  fiction;  yet,  at 'the  same  time,  the  knowledge  derived  from  their 
perusal  is  of  incalculable  value— not  alone  to  railroad  men,  but  to  all  who  are 
studiously  inclined."— THEO.  Low,  Superintendent,  Norfolk  &  Western  Rail- 
way. 

"It  is  equally  valuable  to  the  general  reader  and  to  the  railroad  man.  It 
is  a  vast  storehouse  of  information  in  relation  to  the  history,  construction  and 
operation  of  raijroads  n.nd  the  duties  and  obligations  of  railroad  companies  as 
common  carriers."— HENRY  C.  CALDWELL,  United  States  Circuit  Judge. 

"Mr.  Kirkman  has  won  very  high  distinction  as  an  expert  and  reliable 
authority  in  railway  management.'"—  Report  of  Government  Directors,  Union 
Pacific  Railway. 

PUBLISHED    BY 

THE  WOBLD  RAILWAY  PUBLISHING  COMPANY, 


THIS  BOOK  IS  DUE  ON  THE  LAST  DATE 
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OVERDUE. 


RF.C'D 


APR  ^  b  1995 


W3V-2 


CIRCULATION  DEPT. 


RECEtVFn 


NW1    '66  -7PM 


LOAN  DEPT. 


DAVIS 


1NTERLIBRARY 


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